Enterprise and Business Committee
Inquiry into the future of the Wales and Borders Rail
Evidence from Peter Cuthbert– WBF 22
Observations for the Wales Railway Franchise
Introduction
I offer these observations principally as a user of the Crewe
– Aberystwyth route. I have family and friends in
Aberystwyth but have also used other Welsh lines as a
tourist. That I may move to Aberystwyth in the future is one
reason that I maintain a key eye on the events in Wales.
My thoughts are presented firstly, as observations as a passenger
on the Crewe – Aberystwyth route and secondly, taking a
strategic view of rail services in Wales.
The Cambrian Line
The re-furbished Arriva Trains Wales rolling stock currently used
on the line provides a good passenger experience, which is enhanced
by the friendly and helpful staff. The provision of a buffet
trolley is also a useful feature. One problem that we have
experienced is that the high volume of inter-urban passengers means
that the quantity of luggage is often considerable. This has
meant that it can be difficult or impossible to make use of the
wheelchair space. Increased luggage space would be
advantageous, but I appreciate that this would require the removal
of some seats. If the proposed hourly service is introduced
the problem will, perhaps, be reduced.
An associated issue that could be added to the ‘to do’
list of carriage interior re-design would be to increase the cycle
carriage capacity of the units to (say) four. There are
numerous popular off-road cycling destinations that are easily
accessible from the Cambrian line, so that could provide a source
of extra year round tourism income.
Another issue that could usefully be addressed is the timing of
connections. The Manchester-Milford service connection with
the Cambrian service at Shrewsbury entails 45 minutes wait
westbound and 35 minutes eastbound. I appreciate that
minimising waiting times is difficult, but it is worth examining
the timetable to see if connectivity could be improved.
The Aberystwyth based Cambrian News often carries calls for a
through service from Aberystwyth to London. My view is that
such a service is not really necessary provided that the Cambrian
service makes a good connection with the West Coast main line at
Wolverhampton, Birmingham or Birmingham International. Such a
connection should include planning for a cross platform or same
platform transit. Changing platforms for disabled people,
parents with prams and elderly people with luggage is
difficult. Another small issue is that the service connection
at Dovey Junction to allow travel from Aberystwyth onward up the
Cambrian Coast seems poor. I would have thought that this
would be a prime tourist route in the summer.
Strategic Developments
The choice of strategic goals for the railways of Wales is
obviously a political issue. To my mind, the Welsh
Governments should be looking at the railways of Wales as a tool
for meeting two principal goals. Firstly, the development of
the railways can help meet the pressing need to reduce emissions of
climate change gasses by reducing road transport activity.
Secondly, the development of the railways can foster wider economic
development across the whole of Wales and particularly mid
Wales.
i) Economic Development
An examination of maps of Wales that record economic activity
suggests that it is mostly congregated in the A55 corridor in the
north and the M4 corridor in the south. Looking at the map of
Welsh railways this same issue seems to apply in that main services
run east-west with England as the focus.
The Network Rail Strategic Business Plan for Wales (1) recognises
this problem and concentrates on how to upgrade the Marches
line. However, for the majority of Wales, the need to go to
England in order to travel north or south is a huge waste of time
and energy. George Monbiot raised this lack of Welsh
north-south connections and dependence on England back in 2008 (2)
. He highlighted the plan by Father Deiniol of Blaenau
Ffestiniog to create a north-south route from Rhyl through Denbigh,
Rhuthun, Corwen, Newtown, Llanidloes, Rhaeadr and Builth Road to
Dowlais using existing abondoned track beds with only two miles of
new route.
An alternative suggestion by David Henshaw (3) for a north-south
link is the re-construction of the Carmarthen-Aberystwyth and
Criccieth-Bangor routes. This is probably a cheaper
alternative requiring just 66 miles of track to be laid. This
proposal is popular in Aberystwyth with the Cambrian News regularly
reporting calls from prominent locals for a re-instatement.
In both cases the proposal would be to electrify the route which
would enable it to be powered by renewable sources such as wind or
tide, both of which are plentiful in Wales. Switzerland
provides a good case study from the 20th Century where steam
locomotives powered by expensive imported coal were replaced by
electric locomotives powered by abundant local hydro sources.
The proposed routes are, in both cases, blocked in certain places,
but not such that alternatives could not readily be provided by
creative engineers. The advantages of re-building such routes
can be seen from a similar programme that is in operation in the
west of Ireland (4). This is seen as a way of ensuring that
the region links in with the rest of the country and can enjoy some
of the prosperity from the East. The re-built lines in the
Valleys have also exceeded all expections.
Another argument in favour of the Carmarthen-Bangor route is the
proposed re-organisation of the Health Service provision in
Credigion. This appears to be heading towards moving most hospital
provision out of Aberystwyth down to the M4 corridor.
Transport links for the people of Ceredigion to the south are poor
and the provision of a fast train service to Carmarthen would be a
great boon.
ii) Franchise Format & Service Ethos
It was reported in the Guardian (5) that Richard Branson’s
team thought that railway franchises were ‘a licence to print
money’. Other press reports detail that the public subsidy to
the railways is many times higher than it was under British Rail
and large amounts are taken as profits. It is, therefore,
appropriate to ask why the Welsh Government is paying a subsidy to
a franchise holder whose major shareholder is the German Federal
Government. Germany is a prosperous nation and has no need of
a subsidy from Wales.
I would thus wish to put my support behind the ideas expressed in
Professor Paul Salveson’s proposal(6) for the creation
of a not-for-profit enterprise called Rail Cymru. As he
explains, this approach would facilitate the development of a
railway that was really focused on the needs of the people of Wales
in a way that is not possible for a foreign owned commercial
franchise.
Footnotes
1 http://www.networkrail.co.uk/
2
http://www.monbiot.com/2008/12/30/the-open-veins-of-wales/
3 Henshaw D (2013) The Great Railway Conspiracy A to B Books
Dorchester
4 http://www.westontrack.com/
5 Aditya Chakrabortty, The Guardian, Monday, 10 June
2013
6 Rail Cymru: A People’s Railway for Wales (November
2012) [http://www.party.coop/publications/]
Peter Cuthbert