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.
Previous sections have been focused on heavy rail, so what about light rail?
Great Orme tram aside, some aspects of the South Wales Metro are light rail – namely the introduction of Class 398 tram-trains – which will enable on-street running. The first section is set to be between Cardiff Central and Cardiff Bay.
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Light rail isn’t the solution to everything. Certainly, it works where the track is easy to covert or where you can extend lines on-street into inner city areas and town centres.
The proposal from Prof. Mark Barry for a Cardiff Crossrail under the South Wales Metro would, in itself, be a light rail line in principle. As would a circle line running in a loop around the current City and Coryton branches.
Much like full Bus Rapid Transit (Part VII), there are only a few places in Wales that have enough road space for a decent light rail network.
Would narrow gauge lines be better than light rail in some cases?
When you think “narrow gauge” what would probably immediately come to mind are heritage steam railways like the Snowdon Mountain Railway, Brecon Mountain Railways and Welsh Highland Railway.
Narrow gauge is a fully integrated part of the rail networks in Switzerland, Japan, parts of Australia (particularly Queensland) and New Zealand. They use modern trains running to standard timetables and aren’t aimed at tourists.
One of the benefits of a “heavy duty” narrow gauge is it works very well where there are steep gradients or the route is winding due to hills, rivers etc. Also relevant is the requirement for specific types of trains, meaning the maintenance, signalling, depots etc. would need to be located close to the route.
With independence, Wales could change regulations concerning narrow gauge. For example, level crossings could still be allowed, track clearance requirements could be relaxed, on-street running could be allowed, while electrification equipment (like catenaries) could be more basic and lightweight than those used on heavy rail.
This would make narrow gauge a practical choice for rural lines that are difficult to reopen as a standard gauge railway (i.e. Aberystwyth-Carmarthen). Also, narrow gauge conversion could make an existing rural rail line more efficient (i.e. making it easier to build passing loops to allow more frequent services as the track takes up less room).
There are downsides too.
Regauging a railway and putting in the new infrastructure would likely require its complete closure for months, if not a year or two. Narrow gauge railways usually run at lower speeds (though on some rural routes, trains don’t reach high speeds anyway); everything would need to be custom built; passengers would need to change at each end of the line to connect with standard gauge service; standard gauge trains would no longer be able to run.
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