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 CASE OF YES AND NO...

As elements of it directly affect Wales and as far as it goes, I cautiously welcome the new Network Rail modernisation programme which was announced last Tuesday. The electrification of the Great Western line from Swansea to London is the commitment to extend electrification to some of the Valley lines into Cardiff. Some £ 350 million pounds worth of investment has been allocated to electrify the Valley lines into Cardiff.

I have serious concerns about the apparent exclusion of the final stage of the Ebbw Vale line into Abertillery and into Newport from the plan and the timescale. The Network Rail plan suggests that even its somewhat limited Valley lines electrification programme will not be completed until around 2020. From an economic point of view it would make more sense to commence work on the Valley lines electrification programme as soon as practically possible.

What missing as far as I can see is any real element of reopening old (or building new) railways as has happened in Scotland. In Wales in the last thirteen and half 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 (partially re-opened on Wednesday 6th February 2008).

These were 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 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? In the meantime the rail companies have been busy continuing to ramp up rail fares and 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 Governments and the Department for Transport (in London).

Such duplicity has 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 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. 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 Assembly term, so that a delivery model that is better suited to the needs of the people in Wales rather than the 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 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, Llanwern and Magor would all help to reduce road congestion.

ON THE RIGHT LINES

Network Rail is looking at restoring services on the disused Amlwch branch line (on Anglesey) that closed to passenger traffic more than 35 years ago. The old line between Llangefni and Gaerwen shut in 1964 but remained in use for chemical freight until the early 1990s. The four-and-a-half miles (7.2km) of track will be subject to a feasibility study will see engineers looking at 31 bridge and culverts, as well as earthworks on the route. They will also examine the feasibility of refurbishing the Llangefni station building and its disused platform. This is good news - any chance that network Rail can have a look at the old line between Little Mill and Usk, with a view to similar feasibility study?

IT WAS A DARK AND STORMY NIGHT?

Whenever the weather is bad, and I find myself in rather than out I usually quietly give thanks to the fact that I am not having the travel along the A4042 - having spent enough time travelling from Pontypool through Mamhilad and Goetre and on to Abergavenny (via Llanelen) in all seasons, all sorts of weathers and at all sorts of hours, I am now pretty familiar with the road, its limitations and its accident black spots.

When heading from north to south from Pontypool, through Mamhilad where the duel carriageway ends, the passing motorist is presented with a number of particularly dangerous accident black spots that regularly take lives and cause serious injury. Gwent Police were absolutely right when they requested that to the Welsh Assembly Government give serious consideration to building a roundabout at the dangerous Little Mill junction.

I have over the years seen the aftermath of far too many accidents on the A4042 at the Little Mill junction. Moving north towards Goetre, the road once you get up the hill, is increasingly windy and on dark nights, in bad weather as well as in good weather quite treacherous, there have been too many bad accidents along this stretch of highway, which carries a significant amount of HGV traffic as well as ordinary motorists. I have seen the Police hard at work in the pouring rain brushing the broken glass of the road too many times, or have been halted by a patrol car with its lights flashing to bring traffic to a halt after yet another bad accident.

As a trainee journalist on the Pontypool Free Press (in the late 1980’s) I can remember the complaints and concerns from residents then and can recall the results of road accidents. However, it's not just the stretch of the road between Pontypool and Goetre that causes problems, I can recall my news desk dealing regularly with regular news stories relating to flooding and accidents at Llanelen Bridge on the A4042 between Pontypool and Abergavenny.

I have personally lost track of the number of times that my journey to and from Abergavenny and the north west of Monmouth constituency have been stopped or diverted by the Police and other emergency services dealing with the consequences of yet another traffic accident. Now this is nothing new, the problems along the road between Little Mill and at Llanelen had been clearly identified when Gwent County Council still existed (and that was pre 1992) and there have been far too many accidents since, over the years - the question is now no so much what will be done as when will something be done, before the grim toll of accidents is added too.

Further north the area around Llanelen Bridge has long been prone to flooding as well as being recognised and well known as a pretty lethal accident black spot; all we have had over the years is talk about sorting out the problems, but, never any action to resolve the problem. We have to ask ourselves; as we approach potentially another season of long dark winter evenings, is how many more lives will be lost or broken before any action is finally taken? For how much longer must we put up with inaction before anything is actually done to solve the problem and save lives?

The increasingly inadequate A4042, which might once (if we were lucky) have benefited from some minor improvements, is going to fall way down the list of spending priorities (if it is even on the list) as the UK Government is in the process of looking to make significant savings to its capital expenditure programme which will be passed in due turn down the line to the National Assembly in Cardiff and on to our local authorities.

There are no quick fixes, and no easy answers, one thing that seriously needs to be done is to get road freight back onto rail and off our roads, far too much freight is being moved long distances by HGV's along roads which are entirely unsuitable for such volumes of traffic. This is one lasting side effect of the wholesale butchery of our rail network in the 1950's and 1960's - fifty years ago the communities that now lie along the A4042 (and elsewhere in Wales) were reasonably well served or had reasonable access to the rail network with railway stations at Little Mill, Nant-y-derry and Pen-pergwm - no long gone.

Now the privatised rail passenger carrying companies pursue maximising their profits at our expense in exchange of regular fat payments to the UK Government and the provision of an increasingly disjointed and increasingly minimalist service to boot. Little in relation to this changed during the thirteen years of New Labour Government and in relation to the Con Dem's we had better brace ourselves of even less change and little improvement when it comes to provision of a decent rail service.

Now not being naive I fully expect a degree of indifference from a distant Westminster and Whitehall, but, I and many other people expect our politicians in Cardiff to take a different view, even with the National Assembly's relatively limited powers and its soon to be reduced budget. We can do better, we have to do better here in Wales, because no one else will, no one else will care or even try. Ironically, if Government in both London and Cardiff was really serious about cutting carbon emissions and seriously reducing road congestion then there would be far more emphasis on getting heavy goods back onto our railways.

Now lets be honest this is not a quick fix and it may not be cheap but it can be done if the political will is there, as has happened in Scotland,but, sadly it appears to be lacking south of the border, which is something that has to change over the next few years. Even with limited resources and limited powers we in Wales should be able to make a real and lasting difference to our communities - if our elected politicians at all levels are there to merely fill the seats and are not prepared to try then its time to replace them with people who will serve and help their communities rather than serve and help themselves.

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.

THE A4042 - TO HIGH A TOLL?

Having spent enough time travelling on the A4042 from Pontypool through Mamhilad and Goetre and on to Abergavenny (via Llanelen) in all seasons, all sorts of weathers and at all sorts of hours, I think that Gwent Police have got it spot on with their request to the Welsh Assembly Government to give further consideration to building a roundabout at the dangerous Little Mill junction. I have over the years seen the aftermath of far too many accidents on the A4042 at the Little Mill junction and elsewhere along the road.

As a trainee journalist (on the Pontypool Free Press) in the 1980’s I can recall the complaints from residents then and can recall the results of road accidents. Now it's not just the stretch of the road between Pontypool and Goetre, I can recall my news desk dealing regularly with stories relating to flooding and accidents at Llanelen Bridge on the A4042 between Pontypool and Abergavenny. I have lost track of the number of times that my journey to and from Abergavenny and the north west of the constituency have been stopped by the Police and other emergency services dealing with the consequences of yet another traffic accident.

The problems along the road between Little Mill and at Llanelen had been clearly identified when Gwent County Council still existed (and that was pre 1992) and there have been far too many accidents since, over the years - the question is now no so much what will be done as when will something be done, before the grim toll of accidents is added too.

The area around Llanelen Bridge has long been prone to flooding as well as being recognised and well known as a lethal accident black spot; over the years all we have had is talk about sorting out the problems, but, never any action to resolve the problem. We have to ask ourselves; as we face yet another season of long dark winter evenings, how many more lives will be lost before any action is finally taken? For how much longer must we put up with inaction before anything is actually done to solve the problem and save lives?