TIME TO TAP OUR POTENTIAL

To quote the late great Elvis Presley, in relation to our railways and transport infrastructure, it's time for a little less talk, and some more action! It's time to tap our potential and build our country as it can be. The proposed South Wales metro is a first step for this region.  If we are serious about delivering reliable, effective and sustainable all weather communications to our communities then its time to consider reopening old railway lines to passenger and rail freight. Reopening the old railway lines between Llangefni on Ynys Mon, Caernarfon to Bangor, Aberdare and Hirwaun (in the Cynon valley) and Usk (via Little Mill) to the main line and between Builth Road to Builth would make a real difference.

Perhaps if the Con-Dem coalition government had, had a minor let alone a major infrastructure investment policy that functions outside of England would demonstrate that this Westminster Government is actually serious about making the union work for all its inhabitants. Investing in our public transport system would reduce carbon emissions and cut road congestion. Reopening and refurbishing our old railways and upgrading our existing lines for passenger and fright traffic could provide serious economic stimulation to the local economies and provide a real opportunity for our people.

DANCING IN CARDIFF BAY?

There is an old saying, he who pays the pier calls the tune? That said, it is worth remembering that it was the Labour in Wales government in Cardiff, not the Con Dems in Westminster, that chose to reduce investment its capital investment in railways from £37 million (2013) to £12 million (2014-15) – incidentally this £16 million pound saving would not even pay 10% of the provisional costs of the Heads of the Valleys road scheme let alone make a dent in the interest payments on any loans used to pay for the proposed M4 Relief Road.

Now it would be easy to suggest that Labour in Wales’s decision is literally be a case of robbing Peter to pay Paul as the budget won’t stretch to paying for everything. Limited budgets aside for the moment, this was still a bad decision, one that does little to build (or rebuild) our fragmented public transport system. The underlying problem is that rail investment is not yet devolved and the real decisions about significant infrastructure investment in Wales are still being made in Westminster and Whitehall.

So obviously when looking at transport infrastructure spending and development with a London centric perspective (which no doubt continues to hold sway in some of the darker reaches of the civil service here in Wales) tends to ensure that smaller projects that could have a significant impact here in Wales tend to drop down the long list of priorities. This lack of budgetary authority is something that directly interferes with our ability to choose the most cost effective transport option.

Full budgetary authority for transport in Wales needs to be devolved to the Welsh Government because the combination of spilt budgetary authority (between Cardiff and London) and the ineffective arms length relationship between the Welsh Government and Network Rail is not addressing our countries transport needs. Now the lack of budgetary authority is only part of the problem. It is worth remembering that the Transport (Wales) Act (which was effective from February 2006) gave the National Assembly the power to plan and co-ordinate an integrated transport system.

Now this may not sit well with what appears to be an old style Welsh Office inspired civil service that may still be thinking in London centric terms having failed to grasp the concept of devolution. That aside, the real problem is the almost total lack of any vision on the part of the Labour in Wales government, which like various other Labour groups across our country is more concerned with being there than doing anything.

Even the most passive observer of the hitherto inert Labour in Wales Government in Cardiff should not be surprised to see that road has been chosen over rail in relation to transport priorities. This largely passive but not mostly harmless government has shelved several rail schemes that could make a real difference to people’s lives and deliver value for money in favour of questionable expensive road schemes that won’t deliver much to our communities let alone value for money.

Back in January (2013) the Welsh Government released figures that show that it intended to spend around £805 million pounds on finishing off the Heads of the Valleys Road (something that has been on the drawing board by my reckoning since 1958) by 2020. Now they are salivating at the prospect of additional financial powers even if part of the price may be a commitment to construct an excessively expensive M4 Relief road with dubious economic benefits and a significant price tag – I wonder whatever happened to value for money?

HERE WE GO AGAIN?

News that the Westminster Government is preparing to save billions of pounds from public spending on the railways. The McNulty review (last year) recommended that running costs should be cut by one third to bring them into line with other European rail networks, may make many people wonder as to whether or not this is a case of here we go again.

McNulty also recommended that ministers should conduct a full review of fares policy and structures, and aim to move towards a system that is seen to be less complex and more equitable. He also said that this would aid the management of peak demand and the more efficient matching of demand with capacity. The devil will no doubt be in the detail, but, no amount of spin can hide the fact that rail privatisation was a  disaster and a chronically underfunded British Rail was broken up into different competitive contradictory rail companies, which much plundering and disposal of assets along the way.

The National Union of Rail, Maritime and Transport Workers (RMT) fears that we could be talking about the loss of as many as 12,000 jobs, the wholesale closure of countless ticket offices and the creation of hundreds of unmanned station around the fragmented network . Rather than putting their hands up and recognising that rail privatisation failed (New Labour also failed to do this) the Con Dems will try to reduce state involvement by enlarging the private sectors share.

Ironically, despite the failed privatisation, our railways are currently booming, as a partial result of high fuel costs, which have driven car users back onto the rails. At the moment taxpayers (but not necessarily some Conservative party donors) pay around 40% of the rail costs. In January 2012, we saw the usual annual rail ticket price rises, when the average cost of regulated fares, such as season tickets, rose by some 6%.

To be honest, if the UK government wanted to cut the costs of running our railways, then they could do at a stroke by removing them from the control of private companies, who are more concerned with shareholders dividends and profit that providing a decent service to rail customers. Transferring the rail franchise to not for profit operations would eliminate the profiteering that has bled money from the system, cut waste and reduce fragmentation.

LEADERSHIP NOT LETHARGY!

Plaid’s right with its call for the management of Welsh railways to be put in the hands of a 'not for distributable profit' company when the current franchise contract with Arriva Trains Wales ends in 2018. In challenging times our country needs real leadership not lethargy, we need ambitious solutions to our problems, not make do and mend, if we are to make Wales the successful nation that it can be.

At a time when people are looking for an alternative to the car due to high fuel prices we have a situation where near continual hikes in rail fares (which just happen to boost rail company profits) mean that more and more people are finding rail travel unaffordable as well. Simple common sense suggests that we need to change the way the franchise system works here in Wales.

Plaid proposed to put Welsh railways into the hands of a ‘not for profit’ company back in November 2010 before the 2011 Welsh General Election campaign. If the current Welsh Labour government is serious about doing this then most of the preparation work for the re-franchising needs to be undertaken during the current Assembly term, so that there is sufficient planning time to develop a delivery model that is better suited to the needs of the people in Wales.

The Plaid Cymru plans would also mean that, in creating a not-for-distributable-profit organisation to run Welsh railways, more money could be made available to invest in rail services. This money could be invested directly to create 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. This could also mean more investment in new rolling stock to help keep pace with increasing passenger demand.

Now even though we are in difficult economic times, the Welsh government should be prepared to take radical and innovative action in order to get the best deal for the people of Wales. Sitting back and doing nothing is not an option, as rail fares in Wales continue to rise by as much as 11% while so many people are struggling to cope financially. If you are going to spend public money it is important to work it extra hard. At time when we have shrinking public sector budgets it is extra important that the Welsh government gets the best possible value for money out of every penny of public funds.

The Welsh government needs to wake up and to step up to the mark and use the excellent example of how a ‘not-for-profit’ company, Glas Cymru, can operate as the model to ensure the delivery of our nations rail services. There is absolutely no reason why train services here in Wales could not be run by a company with a similar not-for profit model, with a board containing representation from the Welsh government, experts from the fields of integrated transport, customer service, accessibility, rail projects and finance.

We need long term benefits not short term solutions, the creation of a not for profit rail franchise would deliver long term benefits for the economy of Wales and help to tackle climate change. When it comes to improving infrastructure, rail, is crucial to the sustainable development of the Welsh economy. An all Wales not for profit rail franchise could be a further step toward creating a national transport system for Wales, beginning to integrate all modes of public transport under one ticketing scheme similar, as is used in the Transport for London model.

BIG MONEY?

I am old enough (just) to remember when petrol can in at £1 for 3 gallons, and a little later £1 a gallon, we are now paying around £6.02 per gallon (no wonder they changed things so that you buy by the litre rather than the gallon). I can recall adults at the time saying that if it got any more expensive they would cut back on driving or give up their cars (obviously that never happened).

Personally I reached my own private peak oil last June and am lucky enough to be able to use some subsidised public transport to get to and from work. The car is a luxury largely reserved for the weekend. Just for the record the UK average price for a litre of petrol is around: 133.89 and for diesel its around 142.21.

That 133.89 per litre breaks down along the lines of:

• 47 pence for the basic cost of the fuel
• 57.95 pence flat rate duty
• 22.32 pence VAT
• 1.5 pence for the bio-fuel element
• 1.12 pence for the supplier
• 4 pence for the retailer

Considering that motorists in these isles use around 37.6 billion litres per year you can see that is big money. Everybody wins - the Oil companies get rich, the Government gets a handy chunk of tax, the middlemen get their share - save for the motorist and the haulage firms who pay through the nose again and again. Wales is one of the parts of the UK that is least prepared for the consequences of fuel shortages and Peak Oil.

We have a transport and delivery network that is almost entirely dependent on petrol and diesel to get things done and to put things on the shelves. We have a high percentage of people who commute by car from where they live to where they work and many of them travel considerable distances. Our public transport system is inadequate, we need a combination of trams and trains to get people to work (and back again), we need to look at electrifying our local rail lines and ensuring that they are fully integrated into the transport system.

We face a future where cheap fuel will be a thing of the past, so we need to ensure that all our communities have reasonable access to a reliable cheap system of integrated public transport, at the heart of which needs to be our long neglected rail network. The old excuses about a lack of funding, despite the banking related financial crisis, are no longer acceptable;

We in Wales make up around 5% of the population of the UK, and make significant contributions to the exchequer - so we need 5% of the UK transport spend, and full control of our transport planning and our transport budget.If Westminster wants to make the Union work then cough up the cash!

ANOTHER PIECE OF THE PUZZLE...

News that Network Rail is finally creating a separate division for Wales. This move will allow investment decisions about tracks and stations to be taken in here in Wales. This move should be welcomed, it's a bit late but in the end it is the thought that counts. This follows a UK Government report that recommended decentralisation of the network to boost efficiency - that also took them a while. We are soon to have a new fully devolved rail division, which will look after the maintenance and upkeep of more than 200 stations and around 900 miles (1448 km) of railway track. This decision makes sense, as for the first time in our country's history the entire rail network will be managed on an all-Wales basis. This makes perfect sense, as decisions on developing an all Wales transport strategy need to be made here in Wales, rather than by a distant and indifferent (to the needs of Wales at least) Department for Transport.

THE DEVIL IS IN THE DETAIL...

The study commissioned by SEWTA (South East Wales Transport Alliance) amongst other things has recommended that extra trains should run (every two hours) on the line from Newport to Abergavenny, not to mention that Pontypool and New Inn station be developed (with park and ride facilities) accessed from the A4042. This along with the proposed (and much needed) new station at Caerleon and better car parking and bus links at Abergavenny and Cwmbran should be warmly welcomed.

The SEWTA Regional Transport Plan was approved by the Minister for Economy and Transport in January 2010 and following submission of a capital programme for 2010/11 implementation began in April 2010. SEWTA has produced proposals for the development of stations at Crumlin and Pye Corner stations (which would include bus stops and bike parking). The study of the Abergavenny line suggests that proposed improvements may result in an extra 168,000 new rail trips, something that will reduce car use, cut congestion and pollution.

The recent report builds on previous work, back in March 2010, SEWTA recommended on the line from Abergavenny via Newport to Cardiff, SEWTA has already proposed a new stations at St Mellons, and called for more frequent stopping services at Pontypool and New Inn. On the line from Chepstow via Newport to Cardiff, SEWTA has proposed new stations at Llanwern and Coedkernew, and an improved and more frequent services at Chepstow, Caldicot and Severn Tunnel Junction.

The SEWTA reports are well researched and well structured, and should have made a significant contribution to the debate, now is the time for action. Let's get it done...

REACTING TO CONSEQUENCES

One of the consequences of the Comprehensive Spending Review, may well be that the proposed £1.1 billion pound Swansea to London rail electrification project bites the dust. Plaid's Ieuan Wyn Jones successfully negotiated the multi-million pound the extension of the proposed upgrade and electrification of the rail line between Swansea and London last year. The original electrification project was (as proposed by New Labour) was only intended to extend as far as Bristol, and only after the intervention of the Plaid driven One Wales Government did they agreed to electrify the line as far as Swansea.

The silence from the ConDem Government in Westminster, in relation to the fate of this project could at best be described as evasive or at worst described as telling when it comes to committing to the extending the electrification programme into Wales - so much for Wales being a ConDem priority. There has been plenty of financial white smoke from the Treasury, but, as yet no clear answer either way.

Here are some statistics to think about:

Electrified Rail in Europe


Switzerland: 100%
Sweden: 77%
Netherlands: 73%
Italy: 69%
Germany: 56%
Spain: 56%
UK: 40%

Source: UIC Website: http://uic.asso.fr

Electrified Rail in Wales (After 13 years of New Labour Government).


Wales: 0%

I think that we are too focused on the rail link to London, which has long needed electrification, it's far too easy to end up endlessly complaining about how Wales is left out of this, fails to get that, etc. Wales is unfairly funded - fact. Let's move on, and see what we can achieve with what we have got. The Con Dem's are unlikely, no matter how well reasoned the case is and no matter how well explained the arguments are, not going to change their mind or their position in relation to fair funding for Wales.

So lets' get practical, let's give some real and serious consideration be given to electrifying the valley lines down to the coastal belt. What we are talking about is the Ebbw Vale to Cardiff (and eventually to Newport) line, the lines in Western Gwent, the lines down from Rhondda, Cynon and Taff Valleys to Cardiff and lines into Swansea and Bridgend.

Now if we use part of WAG's Annual Transport budget, which comes in at around £0.76 billion. If we make creative use of European matched funding then we could be talking about doing the business. Sion Barry (in the Western Mail 24th September 2010) estimated that some £200 million would pay for the electrification of the valley lines into Cardiff. Liverpool has long had an electrified rail link to London and has scarcely benefited from it. We can do the London link later, lets do something lasting for our Valley communities and lets look doing it now.

We also need to look at reopening old railway lines, feasibility studies into the possibilities of reopening to old railway lines (between Llangefni on Anglesey and Bangor, and between Aberdare and Hirwaun in the Cynon valley) to passenger traffic have already been called for from Network Rail. Similar feasibility studies need to be undertaken on the old railway lines between Usk via Little Mill to the main line and in the Wye Valley between Chepstow and Monmouth.

If we are serious about delivering reliable, effective and sustainable all weather communications to our communities then reopening old railway lines initially to passenger and then to rail freight is the way to go. These lines to Usk and to Monmouth via Chepstow which were originally closed by the then Conservative Government which initiated significant and damaging cuts to rail services via the Beeching review of rail transport.

If Government in both London and Cardiff is really serious about cutting carbon emissions and road congestion then reopening these lines to rail and fright traffic could provide serious economic stimulation to the local economies and provide a real opportunity for people to make use of public transport which would reduce road congestion. Let's get to work.

ON THE RIGHT TRACK

It's worth noting that in 2003, a 15 year franchise for running railway services in Wales was awarded to Arriva Trains Wales. Arriva Trains Wales is currently making a healthy profit from this agreement. Despite this, most demand for additional rail services are currently met directly by Welsh Assembly Government funds and are not funded by Arriva Trains Wales which as its priority is to service its shareholders.

Plaid Cymru's announcement that we will consider putting the management of Welsh railways in the hands of a 'not for profit' company when the current franchise contract with Arriva Trains Wales ends in 2018 is significant. This is major step forward when it comes to developing a transport system to suite the needs of the people of Wales, rather than as an add on to transport policy in England.

In Wales we should consider ensuring the transfer of control over the franchise to Welsh Ministers in order to put the franchise in the hands of a ‘not-for-profit’ company. This would allow the new company to reinvest its profits in developing better and more train services for people, instead of the current model where the majority of profits are returned to Arriva Trains Wales' shareholders. This could release extra money to invest in an improved All-Wales Rail Service which could amount to between £100m - £120m over a decade.

There are some serious potential benefits:

• Significant savings – releasing a fund for possible reinvestment projects such as re-opening lines across Wales, improving journey times or purchasing additional rolling stock.

• The development of an All-Wales transport network – with integrated ticketing and timetables across public transport in Wales.

The Glas Cymru model of how a ‘not-for-profit’ company can operate, already provides an excellent example of what's possible and could have great potential for the delivery of much better and more integrated rail services here in Wales.

Plaid Cymru, in government, has gone to great lengths to ensure that improvements to current rail services where they can be made, have been made, running 'rail in Wales,for Wales, means that the possibilities of reopening previously closed railway lines and closed railway stations becomes something more than a pipe-dream. It would also make sense to get the powers to take over responsibility for running the tracks from Network Rail - as any rail projects in Wales are going to be well down the list of priorities. There needs to be much better integration of track and train - something that will allow for far greater efficiencies.

There is a clear need to ensure that easily accessible rail services are available to far more people in the near future. Improving infrastructure, including rail, is absolutely vital to the development of the Welsh economy - to create the successful, sustainable, prosperous and green nation that we know Wales can be.

CHEPSTOW HUSTINGS AND THE BBC

Another day, another Hustings, this time in Chepstow Comprehensive for the Sixth form at lunchtime today. Before the main event all the candidates present got a quick TV interview from the BBC - who having smelt blood in the water were were hanging about shark-like because of the 'alleged controversy' surrounding the spat between the Tory and the New Labour candidates. 

I use the phrase alleged because the whole thing has a faint whiff of manufacture about it. This is an attempt to inject some media interest into a pretty lack lustre New Labour and pretty dire Tory campaign. All in all it's pretty typical for the London based Parties, who would rather squabble amongst themselves rather than engage about the issues that really matter to most people within (and without) the constituency.

Rather than bickering, they should concentrate on the real issues at this election, the economic recovery, fair funding for Wales, decent and fair treatment for our pensioners, our serving soldiers and their families and decent treatment for our service veterans. The London based parties are threatening dire cuts after the election without giving our economy the chance to recover and not coming clean on the cuts that they are promising. 

On the doorstep - when you catch people a) in and b) with the time to talk, in Monmouth constituency people do raise the issue of immigration, but, they also raise many other issues, including the bankers, the sorry saga of MPs corruption and expenses, recycling, the poor state of public transport (especially buses to and from Monmouth town), the need for better school transport, saving the smaller village and community schools, saving the Cattle Market in Abergavenny and better treatment for our solders, their families and our service veterans, along with other issues.

Today was a well organised and well chaired hustings, which lasted just over a speedy hour - despite its shortness we covered a number of topics including immigration, the banking crisis, the Tobin tax, student loans, further and higher education funding, electoral tactics, electoral reform and how you get people (young or old) interested in politics - it was an interesting focused hour. All in all quite an interesting hour of questions and answers, even with the BBC floating around filming.

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And speaking of the BBC - they just called me (c17.10pm) pulling the usual old standard trick of saying that there was a problem with the original interview - so could they take a quick quote down the line...  Oh please pull the other one... 

THINK DIFFERENT - INVEST IN RAIL

The National Assembly’s recent commitment to finish the work on Gaer junction, so that direct trains can run between Newport and Ebbw Vale is to be warmly welcomed, along with a possible new railway station in Ebbw Vale town centre and an hourly service. Much more obviously needs to be done, and despite the threat of potential or immanent cuts, there is much that can be done to improve our rail services.

There is a need for railway station's at Caerleon and Magor and consideration should be given to reopening the line to Usk from Little Mill, There have been improvements at Severn Tunnel Junction, there is room for improvements in facilities and access at Caldicot, Chepstow and Abergavenny Stations, not to mention more frequent stopping services.

We also need get freight off the roads and onto the rails which would along with rail electrification cut both pollution and road congestion. If Government wants to change the way we use public transport when we need a public transport system that’s fit for purpose and fit for us to use.

CASE FOR (HIGH SPEED) RAIL

So Gordon Brown has finally come out to back a high speed rail vision for the UK, implying that New Labour in the dying days of its period of Goernance may actually back plans to build a high speed rail line to the Midlands from London. All very well and good, but, a little late, you might feel inclined to ask Gordon Brown where he has been and what he has been doing over the last few years?

Developing a High speed rail infrastructure is the norm in Germany, Spain, France, Japan and many other countries but extracting any commitment to state funding of railway development in the UK appears to almost be an impossibility, especially when Gordon is at the helm of the ship of state although at times you may wonder if there is anyone on the bridge at all?

With any commitment to significant investment facing the particularly grim prospect of a Conservative Government, hell bent on cutting the ‘public sector’ investment and spending, the real question will be, even if Gordon grasps the concept of high speed rail network and actually puts pen to paper, what will be the fate of any significant investment programme in a decent integrated (high speed) rail service be under a Conservative Government?

One really wonders, especially as that lot are some of the same clowns who broke up the chronically under invested state rail service in the first place? Its a pity that Gordon did not get around to it a little earlier...