Now, onto what I’m expecting to be the most popular post in this series: the rail network.
This was a nightmare to write to the point that I considered packing it in halfway through. Constructive criticism is welcome but keep that in mind.
I’m going to let the graphics do most of the work here.
The “core” heavy rail network providing longer-distance intercity services would be:
- South Wales mainline (Severn Tunnel – Haverfordwest).
- Marches line (Newport – Chester).
- Gloucester – Newport line.
- Cambrian line (Shrewsbury – Aberystwyth).
- North Wales mainline (Chester – Holyhead).
These would have the most frequent rail services travelling at higher speeds, aiming for a passenger train at least every 10-15 minutes in each direction in urban areas and a half-hourly service in rural areas. This could be made up of a mix of the current hourly and two-hourly cross-border services and short-running regional stopping services.
Together with this, you have the three regional metros based on a mix of rail, tram-trains and limited-stop bus services/BRT lite (Part VII). These would offer the highest frequencies and would be aimed at regional commuters.
Everything else would consist of local and regional branch lines. There ought to be an aim for a minimum hourly passenger service on all regional branch lines (through short-running and passing loops).
There would need to be an ongoing series of enhancements similar to Network Rail’s control periods, aimed at:
- Routine track renewal and modernisation of signals and communications equipment.
- Increasing line speeds to cut journey times (where possible).
- A rolling programme of accessibility improvements for disabled passengers.
- Improving station facilities (i.e. toilets at metro stations) and integration with buses.
- Removing the most dangerous or problematic level crossings.
- Upgrading junctions to enable higher speeds and to allow more bay platforms to be constructed or brought back for increased short-running regional services along branch lines (i.e. Whitland, Carmarthen, Bridgend-Vale of Glamorgan, Llandudno Junction, Bangor).
The amount spent on this kind of work in Wales by Network Rail was £571million during 2021-2210. That gives you a ballpark figure.
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The first map are the stations that are either already in the pipeline or form part of immediate medium-term proposals by the Welsh Government, senior transport experts like Prof. Mark Barry and Prof. Stuart Cole, Transport for Wales or the Corporate Joint Committees/Regional Transport Authorities.
The second map is more of a long list of where a station could be opened in the longer term (but with no set plan).
I’m not suggesting all of these need to be built. As it costs between £8-10million (or more) for a basic one or two platform station, they’re not something you should build without proven need. There are all sorts of processes used to determine that (WelTag, cost-benefit analysis etc.).
For example, if there was a limited stop bus service running between Grange Hospital and Abercynon (Part VII) then the case for building a bus-rail interchange station at Crumlin (where the two routes would likely cross each other) is stronger.
10. Office of Rail & Road (29th November 2022). “Rail industry finances for the latest financial year by country and Network Rail region, Great Britain, annual data, April 2021 to March 2022”. Available at: https://dataportal.orr.gov.uk/statistics/finance/rail-industry-finance/
