Welsh rail franchise & Metro: Still on track?

The current franchise to run passenger trains in Wales and English border counties – presently held by Arriva Trains Wales – expires in October 2018. For the first time, the Welsh Government will award the new franchise, which will include the South Wales Metro.

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Making sense of the "Sardine Express"

(Pic : Wales Online)

It could be written off as dredging social media for stories, but numerous reports over the last couple of months regarding overcrowded Arriva Trains Wales (ATW) services in and out of Cardiff - as well as some longer-distance services to and from Swansea - display what's becoming a very serious problem.

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FMQs : Circuit of Wales, Water & Tolls

The big story this afternoon is the emergence of a potential "cash for access" scandal. I stress "potential".

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FMQs : Trains, Cash & Arts

AMs donned windbreakers and proverbially hung around platforms as the future of rail services dominated proceedings this week. It's also a week that marks the 50^th anniversary of the Aberfan disaster on Friday – with commemorations due at the Senedd tomorrow. It's budget week too and I hope to have something on that for tomorrow (Thursday at the latest).

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FMQs : Taxes, Jinxes & Jobs

This is the last FMQs before the EU referendum but, as usual, there were a wide variety of topics up for discussion.

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Making the Metro

(Pic : BBC Wales)

At the end of November the Welsh Government launched the first publicity campaign for the proposed South Wales Metro after the project was given a firm go ahead earlier in 2015 (Metro a Go Go).

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Metro a Go Go

The Welsh Government have announced a £600million second phase of the Cardiff capital region Metro,
as well as a new not-for-profit company to run the Wales & Borders rail franchise from 2018.
(Pic : Vale of Glamorgan Council)

As you probably already know, Business & Economy Minister, Edwina Hart (Lab, Gower) made a major announcement on the future of the South Wales Metro on Tuesday (30^th June).

The Minister told the National Assembly her department has made "significant progress" on the Metro and Wales & Borders franchise (Future of the Wales & Borders Rail Franchise). Phase 1 of the Metro is already being delivered via capacity enhancements to the Ebbw Vale line and the recent opening of Ebbw Vale Town station.

Highlights from the announcement (clip) include :

• The Metro will be a high quality integrated transport system (see also : Assembly Integrated Transport Inquiry), with rapid, frequent and reliable rail services linking in with the bus network.
• Passengers will be able to move seamlessly from one form of transport to another using integrated payment methods (i.e a Welsh Oyster Card).
• South Wales mainline electrification "must be delivered in line with previous announcements". A procurement process for Valley Lines electrification will start next year, with work possibly beginning in 2017-18.
• The Metro and Wales & Borders franchise will be run as a single contract and as a "not-for-dividend" company (Welsh Government Transport Company). The Welsh Transport Company has already been incorporated, and aims to emulate Transport for London. It will probably be run as a concession with a profit cap, meaning more money will be available to invest in services.
• The Welsh Government are "keeping an open mind" on the details of how the Metro would be delivered (i.e. tram-trains, heavy rail, trams), but there are "red lines" :
• no low-quality rolling stock
• capacity and reliability must improve
• efficiency must increase to allow more frequent services
• Local authorities will help shape the final version of the Metro through their Local Development Plans.
• Extra powers need to be devolved, particularly bus regulation.
• Phase 2 of the Metro will see investment of between £500-600 million by 2020. £125million has been secured from the UK Department of Transport, while £150million is being sought from the EU Regional Development Fund. "Good progress" has been made finding other capital funds. Local authorities will be able to draw some funding from developer (S106) contributions.

Shadow Economy Minister, William Graham (Con, South Wales East), greatly welcomed the announcement (clip), saying it would improve communication and social cohesion, providing a "catalyst for the capital region". He was particularly pleased about the rolling stock commitment, but wanted assurances it would be delivered on time and on budget, as well as details on the fare structure and the impact Metro would have on the M4 Newport bypass.

The Minister said rolling stock was a key issue raised by interested parties, describing current trains as "absolutely appalling". She said the not-for-dividend model could lead to changes in fare structures, though consultation on the final Metro routes would continue. Transport models showed the Metro wouldn't make much difference to M4 traffic and she would share this with the relevant Assembly committee.

Plaid Cymru's economy spokesperson, Rhun ap Iorwerth (Plaid, Ynys Môn), said the Metro investment and M4 projects shouldn't make other regions feel they're being left out (clip), asking for a final estimated capital cost. He also asked if the M4 black route was holding back investment in the Metro and wanted assurances the Valleys would benefit economically so the impact isn't concentrated in Cardiff.

The Minister told him it's an "aspirational project that needs to be delivered", but it was clear the industry were "up to the the challenge of an integrated franchise". She said 42 companies had expressed interest, and rolling stock companies were looking for manufacturing sites in Wales. She stressed that the Metro wasn't just for Cardiff but the wider capital region, but it was up to local authorities to look at possible new station sites. A forthcoming new All-Wales Transport Plan will make clear commitments outside SE Wales.

Mick Antoniw AM (Lab, Pontypridd) described the project as "inspirational and aspirational" as well as economically and socially transformational (clip). He asked specific questions on the Beddau rail link and massive housing proposals in the Taff-Ely area, also whether there had been further discussions with the European Investment Bank (EIB)?

It was confirmed that Finance Minister, Jane Hutt (Lab, Vale of Glamorgan) was working with the EIB. The Minister said the map was a "first stab" and the final proposals will be worked upon, with more detail in the autumn. She stressed the importance of linking housing and industrial areas to public transport, going as far as suggesting planning permission should be refused where there isn't a proper transport assessment.

With much of the focus on rail, there were concerns buses were being
overlooked despite carrying more passengers than trains annually.
(Pic : Wales Online)

Lib Dem economy and transport spokesperson, Eluned Parrott AM (Lib Dem, South Wales Central), said there was much to agree with (clip), but several maps had emerged over the years without a "definitive" final map. Costs can't be properly evaluated without one, while passengers, investors and businesses want to know what the final Metro will look like. Eluned was concerned that rail was taking too much priority over buses and active travel. She asked if the Welsh Government Transport Company would have powers to borrow independent of government (like any other business), why there was an integrated contract (she believes the Metro and rail franchise should be kept separate) and what had changed to make smart ticketing possible now when it was supposed to be introduced by 2014?

The Minister said as there were too many technical questions – an example is given where the Caerphilly Tunnel might have to close for lengthy periods during electrification works – the Welsh Government had to go to the market to get opinions on what needs to be done first. The integrated franchise makes it more attractive to investors as it's a big contract and she wants to avoid having different contracts and arrangements which have "caused chaos" on the rail network elsewhere.

John Griffiths AM (Lab, Newport East) asked for an update on passenger services between Ebbw Vale and Newport (clip) as well as the format of park and ride facilities in Monmouthshire. He also stressed the importance of affordable fares as a priority for those with strained finances.

Edwina said the Welsh Government have "got to look at fares", and suggested that new park and rides could be multi-story car parks as opposed to smaller 30-40 space car parks. On Ebbw Vale-Newport services, timetable studies are underway and there would be an update in the autumn.

Leader of the Opposition, Andrew Davies (Con, South Wales Central), wanted guarantees that the project would be at an advanced stage by 2020 (clip).

Edwina said it would be the "start of a system", but won't be "all singing, all dancing" by 2020. She did, however, appreciate the cross-party support.

Julie Morgan AM (Lab, Cardiff North) asked if projected population growth in Cardiff had been taken into account (clip), whether there had been discussions with Cardiff Council on how the new bus station would fit in and how the public would be involved?

The Minister welcomed news on the bus station, saying population growth has to be taken into account. On bus services, she said Wales needs powers over bus regulation. Many of the rail groups she's worked with "had a better understanding of timetables than Arriva", adding there had been no final decision on the role of the Cardiff city region with regard the Metro.

Alun Davies AM (Lab, Blaenau Gwent) said that the Metro would "drive sustainable growth in the heads of the valleys region", but too many stops would make the service less valuable and it should be seen as an inter-urban service rather than a commuter service. (clip) He asked if there were timescales on Ebbw Vale frequency enhancement and extensions to Abertillery, and how Network Rail's route plans would be factored in? Edwina said there would be a further update on works in the autumn and the relationship with Network Rail will be discussed to make sure they're working to the same agenda.

Finally, Nick Ramsay AM (Con, Monmouth) said the latest map had connections to Ebbw Vale and Chepstow but not Monmouth itself (clip). The Minister said initial discussions on including Monmouth had taken place, and it's on the agenda for an upcoming meeting with the leader of Monmouthshire Council.

Call me Nostradumbass?
(Pic : Me, click to enlarge)

I wrote The Welsh Metro in March 2011, about a year before the original announcement of the project was made. It consistently remains one of my most popular blogs. My speculative "Capital Connect"  map (above) is even similar to the one produced for the Metro project a few years later - it's a case of the potential being obvious, I'm not suggesting I had any influence.

I'm delighted there's some real progress being made, but I'm going to be nothing more than cautiously optimistic until there are shovels in the ground. We've had a lot of talk, and a lot of involvement by consultants and committees so far, but little action.

The most positive announcements are confirmation that there would be a smart ticketing system, rolling stock will be upgraded (with hints they could be replaced by new build trains in the longer term) and that both the rail franchise and the Metro will be run as a not-for-profit – which means, potentially, a greater focus on service investment instead of profit-making.

Despite this, as Eluned Parrott pointed out we still don't have a final map of the project (in particular bus rapid transit routes) and we still don't know what the Metro would look like – Will there be trams? Will it be a heavy rail S-Bahn system (as it is currently)? How will buses and cycling be properly integrated? There's still quite a lot of work to do, so this isn't a "green light" but still a big step forward.

Also, "South Wales Metro" is a bit of a misnomer. It should probably be called Cardiff Capital Region Metro. That shouldn't take away anything from the announcement, but Wales is Wales and if someone can find something moan about they will moan about it.

There's scope for some sort of integrated transport system in NE Wales and Merseyside. Plus, with the bendy buses/FTR being withdrawn from Swansea, there's the potential to explore a tram system along the same route, perhaps utilising existing freight-only rail lines to include Port Talbot, Neath and the Neath Valley. That's one for the medium to long-term though.

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Assembly Integrated Transport Inquiry (It's good, seriously!)

A few weeks ago, the Assembly's Enterprise & Business Committee reported back on its inquiry into integrated transport in Wales. "Integrated transport" generally refers to how easily you can connect between different modes of public transport and your destination.

For example, Greater London has highly-integrated public transport thanks to initiatives like the Oyster Card, where you can simply hop on a bus straight after coming out of the Underground or railway station, without needing to buy a separate ticket for each.

The Committee (pdf) made a thorough and comprehensive 25 recommendations in total, summarised as:

• Lobby the UK Government to devolve rail infrastructure powers (in line with Scotland), rail franchising and bus regulation. Also, use existing powers to "drive public transport integration."
• Use planning rules to encourage integrated transport, via the proposed Planning Bill and the  the Active Travel Bill.
• Investigate whether existing powers over bus services are used effectively, and move towards bus regulation, with improvements to passenger information.
• Transport providers should co-ordinate their timetables, and "inter-modal integration" should be a key component of any new Welsh rail franchise contract from 2018.
• Develop a fully-integrated ticketing scheme on all forms of transport (like the Oyster Card).
• Give an update on progress made to improve access to public transport for disabled people, carried over from a previous inquiry by the Equalities Committee during the Third Assembly.
• Expand the "BwcaBus" scheme to parts of rural Wales not currently serviced by scheduled bus services, and increase support for other community transport services.
• Consideration be given to developing "Passenger Transport Executives" to deliver public transport services.

Next, there's the detail.

Powers & Planning

Some powers - like those over rail infrastructure and funding - aren't
devolved in line with Scotland, for example. This is said - even by
Government Ministers - to impact the delivery of integrated transport.
(Pic : Network Rail)

The Welsh Government wants a "fully integrated transport system" as part of its Programme of Government. University of South Wales' Prof. Stuart Cole - one of Wales' leading transport experts - pointed out that the current powers "severely limited" the Welsh Government's ability to come up with integrated transport solutions and invest in them. Although transport is "generally devolved", several key areas aren't, including:

• Rail infrastructure and regulation of rail services
• Registration and regulation of bus services
• Public service vehicle (PSV) operator licensing

Prof. Cole called for the Traffic Commissioner's responsibilities to be devolved to Wales, as well as regulation of bus services (also called for by Passenger Transport Wales). Network Rail said devolution of rail powers would "potentially" improve integrated transport, but would be competing with other budgets.

Despite praise for Network Rail's administrative "devolution" to Wales, the former minister in charge of transport – Carl Sargeant (Lab, Alyn & Deeside) - pointed out that current rail legislation hampered his ability to deliver. He described devolution of bus regulation, rail powers and funding (in line with Scotland) as potentially "extremely helpful". The Committee concluded it would be difficult for the Welsh Government to deliver integrated transport without all of the right powers.

Concerns were raised that current Local Development Plans – like the controversial Cardiff LDP – weren't taking public transport seriously. Some expert submissions and witnesses described reopening old railway lines to serve big new residential developments as "needing to" happen, rather than merely"desirable".

Initiatives like the Active Travel Bill are designed to promote and enhance walking and cycling. Sustrans Cymru highlighted a lack of expertise, with lots of experience in local government when dealing with bus services, but not enough with regard active travel.

The bodies responsible for delivering and planning public transport are Wales' four Regional Transport Consortia – joint collaborations between local authorities. Witnesses said this model "works", but with room for improvement. Again, there are concerns about skills and expertise in local government, as well as variations between the differing boards.

The Welsh Government has the power to establish Joint Transport Authorities to deliver public transport on a regional level. Prof. Cole said he would prefer to see the transport consortia evolve to become these, with Network Rail coming to the same conclusion. Sustrans were sceptical, saying education (presumably to do with cycling) would fragment from transport functions. The WLGA said it might cost too much.

There's the option too of creating Passenger Transport Executives – like Transport for London and Transport for Greater Manchester. Wales doesn't currently have the power to create these, however.

Bus Services

First Group dismiss "quality contracts" due to concerns
about burdening local taxpayers.
(Pic : Simon's Bus Photostream via Flickr)

The inquiry looked at whether competition rules prevented bus companies integrating services with each other. First Group denied it did, however the Association for Transport Coordinators (ATC) said the rules led to "bus wars", while the threat of Competition Commission fines put bus companies off co-ordinating their timetables, actively discouraging co-operation. Presumably because there would be a danger of creating "monopolies" or creating the environment necessary for price-rigging.

The current arrangements are territorial, with one bus company saying bus operators were keen to "protect their turf" so to speak. The Chartered Institute for Logistics and Transport said bus companies want "light touch regulation", but competition has led to bus operators cherry-picking routes to maximise profits. They said a fully integrated bus network was, "not going to be done under competition."

First Group argued against the use of "quality contracts" – which would specify what bus services should be like and their operation – because it could destabilise bus operators and burden local taxpayers (to fund unprofitable, but "essential" services, presumably). Others, including transport consortia, agreed.

Prof. Cole said competition wasn't working properly, advocating "bus franchising" similar to the railways. The Welsh Government are intent on linking bus service funding to delivery, but have paradoxically cut bus funding by 25%.

Timetables, Ticketing & Passenger Information

Information about bus service changes are said to be "poor", whilst
real time information at bus stops is rarely found outside Cardiff.
(Pic : sketharaman.com)

Traveline Cymru is praised for its passenger information services, however the ATC said public transport information was "inconsistent and inadequate". It's said Traveline could be improved by becoming a "one stop shop" for travel information.

A lack of standardised travel information was a concern, one complaint suggested Ceredigion bus services "didn't have timetables!" Changes to bus timetables and services are said to be poorly relayed to the public. There were subsequent calls from passenger groups for more real-time information at bus stops (especially in rural areas) and at train stations.

Another complaint is the lack of co-ordination between bus and train timetables, meaning passengers could be left waiting for up to an hour to make a connection in some cases. Integrating the two would be difficult in rural areas with low service frequencies, and it's made worse as there's said to be very little communication between bus companies and Arriva Trains Wales towards doing this.

First Group were resolute that integrated timetables "don't work", and that while there would be benefits, linking timetables together "doesn't make sense". This claim was rejected by the committee, passengers, Arriva Trains Wales and various witnesses.

The ticketless "GoCymru" card is being trialled on some bus
services in Wales, with national roll out next year.
(Pic : Squidcard.com)

In terms of fares, Passenger Focus (and individual passenger responses) noted the complexity of fare systems and fares structures. The benefits of integrated ticketing – like the Oyster Card – were made clear. Oyster Card users in Greater London made up a third of public transport use in 1999-00, and it was pointed out that simpler ticketing results in a general "uplift" in public transport use.

Arriva Trains Wales are considering an integrated ticketing system, but are yet to decide if it'll be a smart card due to technological changes. The Welsh Government are introducing a smart card – GoCymru – to replace concessionary bus passes by 2014 on buses, and possibly 2018 on Welsh railways.

The committee concluded that passengers should be able to make journeys on multiple modes of transport with one ticket, based on a simplified price structure – effectively, a "Welsh Oyster Card" or equivalent.

Infrastructure

"Seemless" shift from one form of public transport to another
is said to be key to encouraging its use.
(Pic : © Eddie Reed via Geograph. Licenced for
reuse under Creative Commons Licence)

Witnesses pointed out the need to be able to transfer easily between buses, trains and taxis. It's seen as a key part of shifting people out of cars by reducing the inconvenience of changing from one form of transport to another.

Network Rail want to make the process of transferring from bus to rail "as smooth as possible", and support the creation of parkways/park and ride stations, linked to long-distance bus routes.

Passenger Focus also want car parking facilities improved at railway stations, something pointed out by other witnesses as an area to take advantage off once electrification is completed. Sustrans were against that, saying car parks fill up too quickly and are too large, and that improved facilities were needed for cycling and walking – on board and off public transport.

The UK rail industry needs to save £1billion, most of which is likely to come from staff redundancies – especially station staff. However, Arriva Trains Wales said they have no plans to close booking offices.

Accessibility for disabled people was raised by passengers, and examples were pointed out where one train station platform might be wheelchair accessible, but the other platform not. The committee wanted an update on progress made with regard an Assembly inquiry into disabled access to transport.

Community Transport

Community Transport schemes like Bwcabus are
key to providing services in areas abandoned by commercial
public transport operators.
(Pic : BBC Wales)

In areas poorly served by scheduled bus and train services, demand-led and voluntary community transport is often used instead. The BwcaBus scheme – where passengers pre-book the bus to pick them up/drop them off – is used in Ceredigion and Carmarthenshire. It's said to have been very successful, and it's suggested BwcaBus be rolled out to other parts of rural Wales.

However, integrating community transport with scheduled transport services is a problem, but commercial bus companies are aware of the benefits of community transport. It's particularly important for parts of Wales where there's been a "market failure" by commercial operators to serve the isolated elderly and disabled adequately.

Some community transport operators say, however, they're treated as "second class" by commercial operators, and overlooked as an alternative provider. Gwynedd is said to be a model of community and commercial companies working together.

Community transport operators were also facing difficulties, as Welsh Government funding was hanging in the balance, or operating on a rolling month-by-month basis. The committee concluded there needed to be more certainty on long-term funding for these services, as they enable people to remain independent for longer.

Conclusions

I have the virtual equivalent of tears of joy in my eyes.

Calling for devolution of the right powers, bus regulation, co-ordinated timetables, GoCymru (could become a "Welsh Oyster Card"), Passenger Transport Executives....

This report went under the radar unfortunately - and completely undeservedly. There's been a mass outbreak of common sense. Come, let us bask in its wonder.

It's excellent work. My hat goes off to the AMs and everyone involved. The Assembly and its committees have come under criticism recently, but we should all be able to point to this as an example of all that "dull" and "grim" debate having a purpose. I'd go as far to say it's one of the best reports I've come across since starting the blog. I don't think I can add anything other than say, "They've nailed it".

First Group don't come across well based on some of their evidence, it has to be said. Ask bus users in south west Wales and I'd imagine they'll won't need committee evidence to tell them that.

Now I'm going to demonstrate how easily it is to go from optimism to cynicism when it comes to Welsh politics and Welsh public policy. It's probably why people, even supposed enthusiasts like myself, are turning off politics in the first place.

Despite a brilliant report, with many sensible recommendations, you wake up and realise how slowly the civil service work, how reluctant Welsh Ministers are to take control of anything, the fact these things were staring AMs and Ministers in the face ten years ago without anything being done and the fact there's little money left.

Many of these recommendations are also reliant on Westminster benevolently granting us powers in areas Wales should, by rights, have powers over anyway under the spirit of devolution. So, think 2026, not 2016.

The Welsh Government will no doubt "agree", or "agree in principle", with the recommendations, but any action will either be bogged down by vested interests, diluted by compromises, or kicked into the long grass. Reasons will be found to not implement most of this.

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Ultra Light Rail - Another transport option?

Ultra Light Rail - Wildly idealistic, or sustainable way to keep open/
re-open lesser used branch lines in Wales?
(Pic : Wikipedia)

When you think of "railway", you probably think of the standard heavy rail network between major population centres. You probably won't include trams under the same umbrella, and will write-off the narrow gauge railways as "something for tourists".

Are we too hung up on our railways meeting a certain standard to be categorised as such? Is there an opportunity for Wales to take a different path in the future?

Swiss railways, for example, consists of standard gauge, narrow gauge and tram railways - all part of an interconnected network, with each part serving its own function in its respective community.

What is "Ultra Light Rail"?

The Sustainable Travel Company and Parry People Movers Ltd have carved out niches for themselves by developing a series of lightweight self-propelled "tram trains", dubbed "Ultra Light Rail".

They are designed to run either on their own track (like trams) or even on standard heavy rail. Some of these vehicles are being used on parts of the UK rail network - in Stourbridge for example (photo above). They can even - possibly - be adapted to street-running.

They're designed to carry generally the same number of passengers as a small tram, but not as many as a mainline train or a tram system in a major built up area. It could be considered – in shorthand – a light rail system for rural areas and smaller towns.

Where could Ultra Light Rail (ULR) fit in?

Wales has three different types of railway, as I can see:

• Core – Mainline services (north Wales, south Wales mainline) and heavily-used commuter services (Valley Lines).
• Branch – Connecting, lesser used and community/rural services (for example Llandudno-Blaenau Ffestiniog, Heart of Wales Line)
• Mothballed – Freight-only and disused lines that could be reopened (i.e. Pontyclun-Beddau, Aberdare-Hirwaun, Llangefni)

ULR could become a new category for railways – a halfway house between traditional heavy rail and tram-based light rail. To do something like that though would either require the devolution of rail regulatory powers, or independence. It would have its advantages and disadvantages.

For example, ultra light rail could have relaxed regulations for track and station standards, which could help keep maintenance and running costs down – and more crucially help keep some lesser-used branch lines open.

However, that could also be considered a safety risk or lead to poorer standards of service than normal railways.

These could be the main features:

• Self-propelled vehicles – Fuel cells, flywheels etc. No need for large-scale electrification.
• Modular stations – Which could consist of a very basic platform, with DDA access wherever necessary.
• Simpler signalling systems – In some cases perhaps reduced to a simple "stop" or "go", but this would likely mean slower permissible line speeds.
• Only used on connecting branch railways - To free up space for extra mainline services
• Street-running adaption – Becoming a more formal "tram train".

How could these systems be run?

Financial viability is a key consideration for any project like this, and for now, none of these are likely to be viable by themselves. However, there are alternatives:

• Municipal-owned/partnered transport companies – A return to regulated public transport in local authorities/regions, with bus, light rail and ultra light rail services coming under the control of arms-length companies, possibly run on a not-for-profit model.
• Community rail partnerships – Just like existing schemes, but with some of the functions (track maintenance etc.) being run by volunteers and apprentices.
• Subsidised through general taxation – Many of the communities that would benefit from this are distant, and fixed transport connections would provide greater social and employment opportunities.
• Subsidised through hypothecated taxation – Congestion charges, car parking levies, emissions charges, a precept on Council Tax (like a police or fire authority would).
• Voluntary contribution – For example, retail parks, business parks, voluntarily contributing towards the costs of building stations for/near their premises.

An exemplar ULR network

Like my look at cycling, I've decided to look at a possible ULR network for Bridgend. This isn't a serious proposal, just an example of how it might work. Here's a schematic for a potential ULR system, based on the existing Maesteg branch line, and the disused Garw and Ogwr valley lines.

A theoretical Ultra Light Rail network for Bridgend county -
not to be taken too seriously, just to illustrate the potential.
(Click to enlarge)

This network uses the existing Maesteg branch, extended northwards to Caerau (it would now be impossible to send it through to Cymer and Glyncorrwg, which is a shame), alongside the partially disused Garw branch (currently earmarked for development as a heritage railway), and the completely removed Ogwr valley branch. The Ogwr branch is now a cycle path, but it should be pretty easy to rebuild cycle paths next to the rails, separated by a robust fence, and continuing to encourage cycling and walking.

As a "money no object/not serious" idea, if it were possible, the ULR network could be extended south of Bridgend, momentarily sharing the Vale of Glamorgan line, then swinging outwards, south of Island Farm and Broadlands, before joining the Porthcawl road, and becoming a street-running service into the centre of Porthcawl. The cost and environmental implications of such a thing are likely to be prohibitive - even for wildly idealistic people like myself.

This wouldn't be designed to replace mainline services, just provide a lightweight, low-cost way of feeding into mainline services, as well as maintaining local, lesser-used community railways. If anything, it would supplement = and possibly be an eventual replacement for - existing bus services.

For example, any Bridgend network would free-up space on the South Wales Mainline for additional services in place of the current Cheltenham-Maesteg service. Passengers from the Bridgend Valleys would (ideally) be able to buy through-tickets (or use pre-paid cards, harking back to my post The Welsh Metro last year), changing at Bridgend station.

There are possible other places in Wales this approach could be used:

• Pontyclun to Beddau (and possibly Ely Valley)
• Swansea to Onllwyn & Blaengrawch
• Llandudno to Blaenau Ffestiniog
• Wrexham to Mold
• Bangor to Caernarfon

This won't be an ideal solution for every situation, but if it allows greater connectivity between some of our more isolated communities – as it has done for the Swiss – then perhaps it's worth keeping it as an option on the table for the future.

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The Welsh Metro

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

Capital Connect (Click to enlarge)

(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".

• 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)

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:

• 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)

(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:

• 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 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.

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