A GHOST TRAIN?

Occasionally if you look very quickly on Newport Station, you may see the platform indicators flagging up an Ebbw Vale bound train. This may be the closest many rail passengers will come to seeing a ghost train. Despite regularly oft-repeated promises from the Labour in Wales government in Cardiff and more locally elected Labour in Newport representatives, there is no sign any time soon of a permanent rail connection between Ebbw Vale and Newport.

Nothing to see here... move along...

Since the Ebbw railway line reopened in 2008 and the new rail service failed to connect to Newport and the rest of the south east a variety of lame excuses have been offered which barely conceal that fact that the Welsh Government has been dragging its feet. Ironically periodic upgrades to track and signals in and around the Cardiff area meant that services do actually occasionally start and terminate at Newport.

The failure to connect the Ebbw vale line to Newport meant that commuters who live in the communities in the Ebbw valley are unable to travel directly to Newport by train and have little choice but to use their cars. They have been denied the opportunity of catching connecting trains to Bristol, Cheltenham, and beyond as well as travelling slightly more rapidly to Cardiff in the morning and back again in the evening.

This was simply a bad short sighted decision that resulted in commuters having little choice but to choose to drive to work. This lack of an easily accessible alternative helped to feed congestion on the M4. If we are lucky at some as yet undetermined future date the Ebbw vale link may actually begin to benefit those commuters who daily travel east to and from work.

What seems to be missing here in Wales is any real element of reopening old (or building new) railways as has happened in Scotland. In Wales in the last seventeen years there have been two successful railway re-openings carried out by Network Rail at the request of the National Assembly; the Vale of Glamorgan Railway Line (which re-opened on Friday 10th June 2005) and the Ebbw Valley Railway Line (which partially re-opened on Wednesday 6th February 2008).

The reality was that these were largely administrative rather than legislative projects, and but for the existence of the National Assembly it is unlikely that they would have been hauled up from where they lingered on Network Rails’ priority list.  The National Assembly, has been (with a few exceptions) been pretty muted when it comes to making the case for rail.

This has certainly not been the case in Scotland, where bills to reopen old railways have been vigorously debated, scrutinised, amended and passed by the Scottish Parliament. If we are serious about integrated public transport then we are going to have to get serious about how we are going to develop and redevelop our public transport infrastructure.

The Transport (Wales) Act, which came into effect in February 2006, gave the National Assembly powers if not the political will to plan and co-ordinate an integrated transport system. How much longer do we have to wait to see some vision? And some action?

In the meantime the largely non UK owned rail companies have been busy ramping up rail fares and quietly attempting to reduce rail services (they have been thwarted in the later endeavour by some well organised local pressure groups in the case of Severn Tunnel and Chepstow in South East Gwent). All of these things have been done with the tacit co-operation of various Westminster and Welsh Governments and the Department for Transport (in London).

Such duplicity can never been acceptable – it would be nice if the government in Cardiff woke from its self induced slumbers and took the long term view, and actually put its money where its mouth is and work to redevelop our rail services, boost the development of rail freight and to co-ordinate rail and bus services across the whole of Wales. To do this effectively Wales needs to have full control of its transport policy and transport budget devolved as quickly as possible and the franchise when it is renewed in 2017/2018 needs to be run on a not for profit basis.

The creation of a not-for-distributable-profit organisation to run Welsh railways is vital; profits would be available to invest in rail services. This could mean more frequent services in the South Wales valleys, more frequent journeys to West Wales and on the Cambrian line, as well as additional services between the north and south of Wales.

A Newport bound train from Ebbw Vale surely not?

This could also mean more investment in new rolling stock to help keep pace with increasing passenger demand.  Now, the clock is ticking as most of the preparatory work for the re-franchising needs to be undertaken during the current National Assembly term, so that a delivery model that is better suited to the needs of the people in Wales rather than the foreign state-owned railway shareholders dividend can be developed. 

Here in the south east, Abergavenny, Caldicot, Chepstow and Severn Tunnel railway stations should be real local transport hubs, with fully integrated local bus services. Better facilities for passengers are needed and the provision of adequate safe secure parking facilities is urgently required.

A feasibility studies into the development of a Parkway Station at Little Mill and the possibilities of re-opening the railway line from Little Mill to Usk and the development of a new railway station west of the town of Usk would benefit local commuters and rail travellers and reduce congestion. The re-opening of Pontrilas Railway station (in south Herefordshire) for passenger traffic and timber shipments would also help. As would a realistically scoped feasibility study into developing regional rail freight services, removing heavy Lorries from local roads. 

Such developments would provide a regular rail service to local residents and reduce the ever-increasing traffic burden from already overcrowded roads. One real local priority is the completion of the final stage of the rail-link from Ebbw Vale to Newport needs to be completed and railway stations at Caerleon (which has been in the UDB since 1986), it should not be a case of a station at Llanwern or Magor it must be both as they would all help to reduce road congestion.

A SOUTH EAST WALES METRO

Time to get SE Wales moving...

In Monmouth constituency and across the south east we need to ensure that our railway stations have more frequent stopping services and have safe, secure and reasonably priced park and ride facilities at Abergavenny, Severn Tunnel and Chepstow. New railway stations at Llanwern, Magor and at Caerleon would do much to cut congestion and boost connectivity within a SE Wales Metro. 

Our bus services should be fully integrated with our rail services and our railway stations should be fully accessible with easy access to services for all passengers. The National Assembly should commit to redevelop and expand our rail services, as has happened in Scotland. Personally I would work for feasibility studies into opening a new station near Little Mill / Penperlleni and into the reopening of the line to Usk and the construction of a new station west of the town. 

Research by the IMF in 2015 calculated that for every £1 spent on infrastructure some £3’s worth of additional economic activity is created. Wales needs investment, job creation and improvements in its infrastructure; such investment could yield real meaningful and lasting benefits for our people and our communities. The more job creation we can stimulate and the better improvements to our infrastructure, then the better the long-term prospects will be for the Welsh economy.

A WAKE UP CALL?

The announcement that there will be lane closures on the old Severn Bridge until the autumn should be a wake up call to the bridges long-term future. The old Severn Bridge opened in 1966 and is nearly 50 years old - it won't be around forever. At this moment in time I cannot envisage any Westminster government or even a government in Cardiff Bay agreeing or funding a replacement bridge. The closure of the old Severn Bridge will directly impact on commuters and businesses in south east Monmouthshire, the Wye Valley, the Forest of Dean and south west Gloucestershire who use the old bridge to travel to and from work and to trade. 

If there is not be another Severn Crossing to replace the original Severn Crossing then we will be back to having only one Severn crossing. Changes will then need to made to the existing M48 / M4 including an M48 junction for Caldicot and a direct feed into the eastbound M4 this side of the current Second Severn crossing. This would replace the current arrangement whereby current users of the M48 have to use the existing Magor M4 junction to join the M4 eastbound to cross the second Severn Bridge and the same junction to gain return access to the M48. 

A possible solution to this potential transport bottleneck may be the construction of a joint road and rail bridge across the Severn, near Lydney. This bridge could provide a partial solution to the chronic traffic congestion in Chepstow and also provide a much-needed shorter more direct rail route to the east as well as dealing with as yet unaddressed problem of the ageing Severn Tunnel.  This solution is wholly in England it would provide a more accessible route to Bristol and the M5/M4 to commuters and businesses based in south east Wales - it would also in my opinion stand a much better chance of being funded by an increasing Anglo-centric Westminster parliament.

Westminster needs not just to come clean on both the future of the Severn Bridge tolls, which are a tax on commuters, business and jobs. Plaid Cymru is committed to cutting the bridge tolls initially to £2 pounds. Westminster also needs to entirely open up about the medium to long-term future of the old Severn Bridge and any replacement bridge. I have long stated that the National Assembly should have control of the Severn Bridges, it should also be directly involved in any discussions about the future of the old Severn Bridge as well, as the record shows that successive Westminster governments have consistently failed to protect our interests.

HALF MEASURES OR A GLASS HALF FULL?

The devolution of control of the rail franchise (back in 2014) was welcomed along with the news that the Welsh Government would actively seek for the rail franchise to be run on a not for profit basis (something that Plaid have been calling for several years). This was important as it meant that we in Wales would be able to choose who operates its own railway for the first time. The not for dividend profit option makes the most sense as any profits made will remain within the franchise area rather than paying share holder dividends.

While that is positive stuff, it may be a case of glass half-full, as yet the element of Network Rail that covers Wales (and the marches) remains under the remit of the Department for Transport. Without full control of that portion of Network Rail the next Welsh Government will face a significant challenge when it comes to preparing for and delivering the next franchise; it is a task that must be accomplished.

One of the key elements in rebooting our economy is infrastructure investment and investing in our neglected railways.  Many of our existing railway stations suffer from some pretty significant gaps in services, and so are underused. The final stage of the rail-link from Ebbw Vale to Newport needs to be completed and new railway stations at Caerleon (which has been in the local UDP since the 1980’s), Llanwern, Magor and Little Mill (with secure park and ride facilities) provide local communities with a regular rail service and reduce the ever-increasing traffic burden from already overcrowded roads.

Over twenty five years ago as a trainee journalist with the Pontypool Free Press, I interviewed commuters on wet and windy mornings at Cwmbran and Pontypool railway stations and  wrote up news stories about the poor service and train overcrowding. I am consciously aware that we have not progressed as far as we could when it comes to developing and sustaining a decent rail service for commuters here in the South East - something which goes someway to explain why so many people chose to drive to and from work.

We need our railway stations to be real transport hubs with fully integrated local bus services and expanded safer secure reasonably priced parking. We also need better facilities at Abergavenny, Caldicot, Chepstow, Pontypool, Severn Tunnel Junction and Lydney railway stations. We need feasibility studies into the development of a Parkway Station at Little Mill and the possibilities of re-opening the old line from Little Mill to Usk along with the development of a new railway station at Usk.

Outside of the South East, the next Welsh Government should take a more strategic view and commit to rebuilding and reopening the line from Carmarthen to Aberystwyth and push to redevelop the line north to Caernarfon and Bangor.  In Scotland, significant strides have been made to reopen; redevelop and build a coherent and integrated public transport system, something that we in Wales need to aspire to.

In Wales, we lag significantly behind Scotland, over the last 16 years there have been two successful railway re-openings carried out by Network Rail at the request of the National Assembly; the Vale of Glamorgan Railway Line (re-opened on Friday 10th June 2005) and the Ebbw Valley Railway Line (which was partially re-opened on Wednesday 6th February 2008). Unlike in Scotland here in Wales we have lacked any real political dynamism; as these were largely administrative rather than legislative projects.

Plaid Cymru believes that a revitalised not for profit railway service in Wales can and should lead to more areas of our country being opened up to both new and reopened rail services. This combined with the long overdue electrification of the valley lines no to mention the Great Western mainline to Swansea would be the basis for a decent rail network. Yet the job will remain only half done until full control of railway infrastructure is devolved to Wales so that both the development of the franchise and the development of our railway infrastructure can be planned together.

FOUR BUSY DAYS

It’s been a busy four days with three Hustings on consecutive evening in Monmouth (a  Transition towns Monmouth and Abergavenny / Crickhowell Friends of the Earth Green Hustings) on Wednesday, a BMA Hustings in Newport (on Thursday evening) and a Church in Wales Hustings at Trellech (on Friday evening). All were well attended and the audiences produced interesting questions. 

First out of three consecutive Hustings...

This was followed up a commemorative parade to malt the 100^th Anniversary of Gallipoli Campaign (Anzac Day) on Saturday organised by Chepstow town council and the Chepstow Branch of the British Legion and contingents from veterans organisations and voluntary bodies, watch by a sizeable crowd of onlookers. 

On parade in Chepstow

This was followed by a late morning and afternoon canvassing session (it’s still very positive on the doors) in Bulwark, in Chepstow. 

On the stump in Bulwark, Chepstow

A few more housings last week (with the last one being at Monmouth Baptist Church, in Monmouth, which kicks off at 7.30pm on Friday May 1st) and the final round of canvassing and leafleting.

GIVING GOVERNMENT A NUDGE!

The grim reality is that by the time we get to Polling Day (in May) we will be 40% through the planned Con Dem Coalition Governments austerity programme of public sector cuts, which means that we have another 60% of cuts to follow. Austerity hits in so many people in so many different ways, yet almost unnoticed it has also changed what ‘Government’ at various levels actually offers to do for us. 

The future trend is for Government at all levels to simply be there and to provide nothing or at least next to nothing for this costs the least if it can get away with it. The big society has quietly been ditched (along with the photo opps with the huskies) and despite the spin the new bottom line, particularly when you have ineffective and inert Government, is focused intense campaigning to get things done. 

If we want to get something done that government won’t provide then we will have to fight for it like we have never fought before. If we want regeneration, decent facilities in our towns and communities or want to reopen an old railway station then we have to make Government act on our behalf, whether it wants to or not.

Small-scale local transport projects and well-organised local campaigns may provide the best opportunity to make a real difference when it comes to reopening or improving the services of our railway stations. There are plenty of good examples of successful campaigning groups to follow; including the Carno Station Action Group, the Severn Tunnel Action Group have campaigned to restore rail services and improvements in the passenger infrastructure, Better Trains 4 Chepstow who are campaigning amongst other things for more stopping services at Chepstow, and the campaign for a railway station at Magor.

Locally our rail network remains unconnected in so many ways, with the tantalising possibilities of small changes delivering big wins. The final stage of the rail-link from Ebbw Vale to Newport needs to be completed and railway stations at Caerleon and Magor would help to reduce road congestion and enable commuters to get to work in Cardiff, Bristol and other nearby destinations.

Such developments would provide a regular rail service to local residents and reduce the ever-increasing traffic burden from already overcrowded roads. The re-opening of Pontrilas Railway station (in south Herefordshire) for passenger traffic (and timber shipments) would also help, as would a feasibility study into developing regional rail freight services, removing heavy Lorries from local roads.

We should nudge our government to commission feasibility studies into the development of a Parkway Station at Little Mill and the possibilities of re-opening the old line from Little Mill to Usk and the development of a new railway station at Usk. We need Abergavenny and Chepstow railway stations to be real gateway stations; with integrated local bus services and the provision of more and cheaper safe secure parking. We still need better facilities at Severn Tunnel Junction and Caldicot railway stations and the provision of adequate safe secure parking facilities.

ANTICIPATING A PREFECT STORM

On Friday evening, the much anticipated 6 Nations rugby internationals kick off, with Wales v England. Rugby fans are bracing themselves for the ordeal of a Friday night international match, with an 8pm kick-off and the logistical perfect storm that awaits them. Rugby aside simply getting to (and from) Cardiff on a Friday evening, with the lack of late trains may more than try fans patience.

If it’s going to be grim for Welsh Rugby fans, trying to come south or east from North and West Wales to get to Cardiff before kick-off then it’s going to be even grimmer afterwards when they try to get home. Bitter experience relayed by rugby fan have told me that the franchise holders will run short trains, by the time these trains reach Abergavenny, Pontypool, Cwmbran, Chepstow, Caldicot, Severn Tunnel Junction and Newport (not to mention Hereford, Lydney and Gloucester) they will be so full of people that passengers cannot board them.

Spare a thought for England fans, as the last London train leaves Cardiff before the game actually ends. Now much of the blame must lie with the 6 Nations organisers who once again have put profit before the interests of the fans and the game. Simply telling fans to go early, on a working day, on an evening (after work) with in some case little prospect of getting home at a sensible hour just won’t do. I seem to recall that Friday night games were only an experiment – clearly one that brings rich rewards to the Rugby authorities and immense inconvenience to the fans.

The usual old lame excuses are no doubt being rolled out by the franchise holders as to why there was no space, travel why the trains were short, etc. The real reason for the shoddy service is that it’s about profits, extra trains and extra carriages have to be rented and this hits profits and dividends.  The day that the rail franchise (in Wales and the marches) is run as a not for dividend profit franchise cannot come soon enough. 

MABEY BRIDGE

The announcement that Mabey Bridge has begun a consultation on the planned closure of its business in Station Road, Chepstow, where 150 people work, is shocking, especially as the news has broken just before Christmas. The Welsh Government needs to urgently step up and see what assistance can be given to the firm, especially as a buyer is being sought for its renewables section in Mathern, Chepstow, which employs 180 people. The company's infrastructure section makes highway bridges, railway bridges, footbridges and sign gantries while its renewables division builds wind turbine towers and carries out work in offshore renewable energy, the production of which would help with infrastructure investment and developing the renewable energy sector in Wales.

A 0.5 FROM THE EAST GERMAN JUDGE...

The Westminster governments commitment to the electrification of the Great Western mainline through to Swansea (along with the electrification of the valley lines) may represent one of the largest commitment of resources to Wales for a specific project by a Westminster government in most people in Wales’s lifetimes. While this is significant it’s a job that upon completion will be at best partially completed because of a failure to commit to the electrification of the Severn Tunnel diversionary route from Kemble, in Gloucestershire to Swindon and through Lydney to connect with the mainline at Severn Tunnel Junction via Chepstow. 

As regular rail users will know the regular closure of the Severn Tunnel for maintenance tends to be an issue when it comes to weekend travel. Historically the diversion added an hour to and from weekend journeys to Paddington – the line was only single track. This section was finally upgraded to double track (completed in August 2014) is the only diversionary rail route between South Wales and London so the next step should be to electrify the diversionary route in parallel to the planned electrification of the Great Western mainline to Swansea.

In the event of a major accident or incident in the tunnel, perhaps a crash, a fire or even flooding, we need a fully operational alternative so that passenger and freight services to London are not affected. Talk to anyone who works the rails (or anyone who has relatives who work on the rails) in the south and they will tell you that the ageing Severn Tunnel is going to require more and more maintenance as time passes, it remains a vital transport link, but it ranks pretty low on Network Rails or Westminster’s list of priorities. 

This is a vital rail link between Wales and London (and Europe) and the only alternative to using the Severn Tunnel. We need some original thinking to solve this potential block on our rail links; the construction of a railway bridge / tidal fence close to the Second Severn Crossing should be seriously considered as part of any plans to harness the enormous renewable energy potential of the Severn Estuary. This could carry the main rail link from South Wales, solving the problem of the Severn Tunnel, enhance rail services from Severn Tunnel Station and generate sustainable energy, which we will need in the very near future.

PREPARATION, ANTICIPATION, FRUSTRATION…

With another round of eagerly anticipated autumn rugby internationals set to run through November (aside from a collective fingers crossed) across much of the former county Gwent (and no doubt elsewhere) rugby fans and rail users will be preparing themselves for the ordeal of trying to get into Cardiff on overcrowded (or full) trains). I have no doubt that the franchise holder will run short trains, which by the time they reach the stations (e.g. Abergavenny, Pontypool, Cwmbran, Chepstow, Caldicot, Severn Tunnel Junction and Newport) in the green and pleasant old county of Gwent, will be so full of people that passengers cannot board. Every year in recent years it has been the same with the same old lame excuses being rolled out by the franchise holders to why there was no space, why the trains were short, etc. The real reason for the shoddy service is about profits, extra trains and extra carriages have to be rented and this hits profits and dividends.  The day that the rail franchise (in Wales and the marches) is run as a not for dividend profit franchise cannot come soon enough.