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.

REBOOTING OUR RAILWAYS

The recent devolution of the rail franchise should be welcomed along with the news that the Welsh Government will seek for the rail franchise to be run on a not for profit basis (something that Plaid have been calling for several years). For the first time, we in Wales will be able to choose who operates its own railway, the not for profit option makes the most sense as any profits made will remain within the franchise area rather than paying share holder dividends. The current and next Welsh Governments 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 would provide local communities with a regular rail service and reduce the ever-increasing traffic burden from already overcrowded roads.

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.

Driver training on the Gaer spur (Ian Brewer) 

In Scotland, significant strides have been made to reopen, redevelop and build a coherent and integrated public transport system. In Wales over the last 15 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 was not any real political dynamism at work here; these were 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 revitalised rail services. This combined with the deal over electrification of the valley lines along with the Great Western mainline to Swansea is good news, but the job remains 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.

INDIFFERENT, INCAPABLE OR UNWILLING…

That cold nip in the morning is a reminder that winter is coming; as the evenings draw in and days get colder we should prepare ourselves for the annual energy company price hike. I have no doubt that the big energy cartel members, known collectively as the ‘big 6’, will take advantage of the relative lack of regulation to raise their prices to rake in the cash at our expense once again.

Sadly this state of affairs is something that we have all become used to with an effectively unregulated energy market and little action beyond weak weasel words from successive Labour or Conservative / Liberal Democrat Westminster governments. This winter, as previously people will be put into a situation where they have to make a stark choice between heating their homes and putting food on the table.

The Westminster elite is perhaps more focused on employment activities within the energy and banking sectors after they cease to politicians than stepping up to the mark to ensure proper regulation of the energy market and some degree of protection for the rest of us hard-pressed energy customers. Westminster is indifferent, incapable or simply unwilling to deal with this problem.

We need a Welsh national energy company, an Ynni Cymru to break the stranglehold of the Big Six energy cartel members on the energy market. Wales needs a ‘not for dividend profit’ company as with Glas Cymru works within our water industry. 
This would ensure that customers come before shareholders dividends (and the City) and that all the profits would be reinvested back into the energy sector in our country. This would ensure that Welsh families, households and small and larger businesses get a good deal on their energy and our country will end up with secure sustainable energy supplies.

THE RIGHT CHOICE?

The sensible choice would be for the Welsh Government to follow Scottish example of freezing off-peak prices, as RPI inflation figures (3.1% in the year to July) threaten another 4.1% increase from January 2014 across Wales. It is worth noting that Trade union leaders and transport experts have called on the Government to follow Scotland’s lead and freeze or limit rises in train fares for passengers.  The Welsh Government’s default position is that fares should only rise by 1% above the July inflation figure. The problem is that while the Labour in Wales administration could choose to freeze or limit the fares increase (this deal has been made every year since 2001 for the Wales and the Borders franchise) this is not set in stone.

A choice: Not for profit or Profit before people?

The Western Mail’s sources revealed yesterday that although Scotland is freezing the cost of off-peak journeys. There is a distinct possibility that hard-pressed Welsh commuters may well end up having to face another 4.1% increase in January 2014, this would be on top of the 4% rise at the start of this year (2013).  In Scotland, the cost peak-rail travel will rise with inflation at 3.1% and the freeze in off-peak travel will cover about 40% of rail journeys. A 4.1% increase in rail fares would increase the cost of an annual commuter route season ticket between Pontypridd and Cardiff from £880 to £916 and between Aberdare and Cardiff from £1,040 to around £1,082.

The current franchise was awarded to Arriva Trains Wales in 2003 and runs for 15 years, and is due to end in 2018. There have been many persistent calls for the rail franchise to be run as a not-for-profit operation – with profits being feed back into the system, rather than vanishing to pay shareholders dividends. The Welsh Government has been considering this option for when the deal ends. Arriva Trains Wales is the only train firm covered by the Welsh Government’s transport remit. Any longer-distance services e.g. Swansea or Cardiff to Paddington, are currently operated by First Great Western, who have their fares regulated by the UK Government Department for Transport. They have stated that rail fares on the routes it controls would increase by an average of 4.1% from January 2013.

To make matters worse the announced rise in rail fares will come take place against a backdrop of squeezed incomes, with average earnings increasing by just 1% and many experiencing pay freezes. There have been calls for the ending the annual inflation-plus fares rise, with them being replaced by a new formula, RPI minus 1% from 2015.  The rail fare rises which will arrive in January’s rise will be the sixth time in seven years that rail fares have outstripped wages. It has been calculated that between 2008 and next January rail fares will have risen some 40%, compared with a 15% increase in average earnings.

It should also be noted that the cost of some season tickets may rise by 9% as some routes are not subject to regulation under franchise agreements. All these rail fare increases will take place against projections of a 2.4% increase in average earnings next year. The TUC has suggested that since the railways were privatised, they have cost taxpayers about £1.2 billion pounds a year and this with what has been described as “minimal” investment in trains and stations.  

The Department for Transport continues to insist that the UK Westminster Government is investing record amounts in the railways to help deliver economic growth and boost passenger capacity. Additionally the Association of Train Operating Companies has also insisted that only a small proportion of income goes on profits, with most going on staff costs and investment. They also say that railway companies only make modest profits with 3p from every pound earned going towards profit, 17p goes towards staff costs, and 48p goes towards maintaining and improving infrastructure (including track and signalling).

At the end of the day, this is good news for rail operators and shareholders but bad news for hard-pressed long suffering rail commuters who are having to hand over even more of their pay packets for poor-quality services. We are where we are because regulated fares, including peak-time journeys, have been set at RPI inflation plus 1% since 2004 because successive Governments (both Labour and Con Dem) have been trying to shift the burden of paying for the railways from taxpayers to rail passengers.

It is Somewhat ironic that the persistent attempts of successive Westminster governments to wash their collective hands of their responsibilities for rail transport infrastructure come at a time when annual passenger journey numbers have increased from 750 million to 1.5 billion. The day that the rail franchise in our country is run on a not for profit basis, with profits being reinvested into the business, cannot come soon enough.

BACK TO THE FUTURE

The Party of Wales leader Leanne Wood has pleaded for rail services to be returned from the private sector to the ownership of the people of Wales.

Speaking during a Plaid Cymru debate on rail in the Senedd on Wednesday, Leanne Wood argued that the Wales and Borders franchise should be transferred into the hands of a not-for-dividend company, once the current franchise ends in 2018.

Leanne Wood also wants to see the powers and budget for railway infrastructure to be devolved to Wales, as happens in Scotland.

The Plaid leader stressed that The Party of Wales had consistently opposed the privatisation of the railway network.

“We believe that major infrastructure should operate for the wider benefit of our economy and our communities, and that money which could be spent on improving these services should not be diverted into the pockets of shareholders taking minimal investment risks.

“A not-for-dividend model could be a publicly owned company, or it could be a co-op, or an independent company limited by guarantee, along the lines of Network Rail or Glas Cymru.

“Our most important aim is that the Welsh Government ensures that a model based on reinvestment of profit is what finally happens.”

Leanne Wood said that the Welsh Government should have full control of the Wales and Borders franchise and not have to rely on the agreement of the UK Government, although it would be fully consulted.

The Plaid Cymru leader highlighted the case for the powers and budget for railway infrastructure to be devolved to Wales.

“While welcoming recent infrastructure developments such as the electrification announcements from London to Swansea and the Valleys Lines, this does not make up for the fact that such developments were taking place around most of England and even from London to Glasgow up to 40 years ago.

“Wales has been left behind on the platform – at the whim of successive UK government,” Leanne Wood added.

“Self-government gives us a chance to break new ground and reject the failures of privatisation and fragmentation.

“Devolution, if grasped to its full extent, will allow us to put our rail services in the hands of the people of Wales, where they belong” declared the Plaid leader.

OUR WATER BELONGS TO US NOT SHAREHOLDERS

Powers over water resources should to be devolved to the National Assembly of Wales, the Welsh people, not shareholders, should be able to profit from the sale of Wales’ natural resources. The ‘not-for-profit’ social enterprise model instituted in Wales by Glas Cymru must not be weakened or undermined by any changes to regulations in the Con Dem’s new Water Bill which needs to face serious scrutiny before the Westminster Parliament and the National Assembly.

Water is a valuable asset in Wales and while many of the regulatory powers relating to Water in our country are in the hands of the Welsh Government. The water clauses in the Government of Wales Act 2006 actually prevent the National Assembly from taking financial advantage of our natural resources to benefit the people of Wales.

The Con Dem’s Water Bill (full text) is decidedly ideologically driven and aims to introduce more market competition into the water industry. They appear to have turned a blind eye to the fact that the largest water supplier in Wales is Glas Cymru, which is a not-for-profit company – something that could be used as a successful social enterprise and a business model elsewhere.

The last thing that we need to do is to turn the clock back in Wales by moving from a not-for-profit system which puts customers first to one in which boosting the shareholders’ dividends and profits are the main motive. Yet due to the Labour in Wales Welsh Government's inertia no one knows their plans as they have not held a consultation on the water industry or confirmed their plans on creating a single environmental body in Wales.

Meanwhile the draft Water Bill will continue to makes progress and no doubt the outcomes of private discussions between the Welsh and UK Governments will no doubt eventually emerge. To ensure full transparency there is a need for detailed well publicised debates in the Assembly about what the Welsh Government plans for the water industry in Wales.

Plaid has consistently called for the devolution of powers over water resources so that our country can tap the potential of our natural resources. We need these powers devolved so that we launch ambitious projects to generate green energy and secure the future of a sustainable economy.

REBUILDING OUR RAILWAYS

It is worth noting that in 1994 just before privatisation that the subsidy for British Rail came in at about £1.4 billion pounds per year, some sixteen years after the questionable and shambolic privatisation process was completed the subsidy comes in at well over £4 billion pounds. This farcical situation can no longer be justified and Plaid has correctly (once again) called for the Wales and Border franchise (which expires in 2018) to be run as not-for-dividend social model – where any accrued profits are effectively ring fenced and reinvested in the rail franchise.

Even the last Labour in Wales manifesto for the last National Assembly elections in May 2011 included this proposal, admittedly after Plaid Cymru's Ieuan Wyn Jones proposed when serving as Transport Minister in the last Assembly Government. Now apparently Labour in London have woken up to the idea, which if nothing else shows how far they have moved since the heady days of the late 1990’s when a then new Labour spokesperson was quoted as saying that New Labour would have privatised the railway’s when elected if they had not been previously privatised by then Conservative Prime Minister John Major.

Now a major new analysis which lays out a possible policy route to achieve a better railway has been published, by Transport for Quality of Life. The Rebuilding Rail report offers positive options, and recommends a radical but realistic approach by which a future Labour Westminster Government could begin to fix some of the operational problems, extra expenses and travel inconvenience that has been caused by and aggravated by the deliberate fragmentation and privatisation of Britain’s railway system.

For once it would be nice for Wales to take the lead, with a rail franchise run on a not for dividend basis, which could be a publicly owned company with representation from government, passengers, and railway workers. We, in Wales should put party differences aside and make this happen ending the situation where a private company runs the franchise under public contract, receives a public subsidy and where any profits vanish as dividends rather than being reinvested.

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.

ABSOLUTE CERTAINTIES...

As one year passes and another one beckons there are some certainties in modern life, one of which is the post-Christmas train fare rises. As of January 1st train fares will rise by an average of 5.9%. For what it's worth, in his Autumn Statement last month, the Con Dem Chancellor of the Exchequer, George Osborne capped fare increases at 6%, instead of the expected 8%. Since privatisation, rail fare rises have been linked to inflation, currently 5.2% as measured by the Retail Prices Index.

The Association of train Operating Companies, has said that fare increase would be used to pay for "new trains, faster services and better stations". Verbally at least this makes a pleasant change from simply using the increases in fares to maximise the dividend for shareholders. At the moment, passengers make a contribution of around £6.5 billion to the running of the railways, with taxpayers picking up the remaining £4 billion.

Let's be honest, the sooner our railways are run as not for profit organisations, with the profits being reinvested back into the railways the better. The public have tolerated what has become on occasion an often shoddy minimalist unconnected service. Most reasonably minded people would concede that historically the Department of Transport’s interest in Wales has been peripheral at best.

We need to prioritise investment in our railways and provide a decent affordable and reliable service for the passengers. We should get in a few years time a single rail franchise that directly answers to and works for Wales, rather than boosting company profits. A not for profit railway company that serves Wales could break up the cosy financial relationship that exists between the political establishment and the franchise holders – which would be no bad thing.

WATER RESOURCES

On a hot day (in Wales, even in early in October) when thirsty I simply turn the tap and get cool drinkable water to quench my thirst. It is very easy to forget that no everyone on this planet has that simple luxury. The fact that it's warm at the moment is down to weather rather than global warming. However, that said, it's worth noting that with global warming will come drought, which is the real silent killer.

The International Institute of Tropical Agricultural (in Nigeria) estimated in 2008 that by 2010 some 300 million people in sub-Saharan Africa (nearly a third of the region's population) would be suffering from malnutrition because of the on-going drought. By a strange quirk of fate most people don’t die of hunger during a drought, they die from dysentery and other disease which are spread by poor living conditions and a lack of sanitation. It has been estimated that around 1.6 million children per year die from a lack of access to clean drinking water and adequate sanitation.

The Hadley Centre for Climate Change has noted that there has been a 25% increase in worldwide drought through the 1990’s. It has been estimated that around 3% of the planets surface area is affected by extreme drought conditions. This figure could rise to around 30% if the climatic effects of global warming kick in big time and this excludes those areas affected by moderate drought conditions.

Now according to UNESCO, our planet has plenty of fresh water, the problem is a combination of uneven distribution, combined with mismanagement of limited resources and the fact that we harvest water on an industrial scale. UNESCO estimates that around 1.1 billion people do not have drinking water supplies and around 2.6 billion lack basic sanitation. Of this figure over half live in India and China not to mention the millions in sub-Saharan and tropical Africa.

By 2030, UNESCO has estimated that we will need approximately 55 percent more food, hence a need for more water for irrigation, something that already takes around 70 percent of all the water currently consumed by humanity. Factor in rapid urbanisation in developing and developed countries (UNESCO research projects that 2/3rds of the population of the planet will live in urban areas by 2030 – many in slums and squatter camps), and you begin to see the potential (if not the actual) scale of the problem and how access to fresh water and sanitation will be an ongoing problem.

When it comes to developing our nations water resources we need much more than short –term thinking and fast-buck solutions, we need sustainable long-term solutions. There is a distinct possibility that drought and major water shortages and other related crisis's may be a regular feature of life in the 21st century, pretending that it won't happen (here or elsewhere) is not an option. What's also not an option is for multi-national companies to move in and run (for a fat profit) state water resources in the developing world (or the developed world) for the benefit of distant shareholders (and the local elite be they elected or merely local tyrants) at the behest of the World Bank and the IMF.

AN INTERESTING BUSINESS PLAN?

Some two years ago what was then the New Labour Government stepped in to take over a failing private rail franchise (the East Coast Rail Service), when National Express (who also currently run the Stanstead Express, East Anglia and c2c) effectively walked away from running the East Coast Service (which it operated as stand alone company, NXEC) and carried on running those bits of the network that it could squeeze a profit out of at our expense. Here we are some two years down the line MPs have criticised the Department for Transport (DfT) for letting National Express "terminate its East Coast rail franchise in 2009 with next to no penalty.

Apparently the DfT rejected an offer of £150m from the company to quit the loss-making franchise by mutual consent. The DfT then terminated the contract, and received £120m from the company. The House of Commons Public Accounts Committee report noted that the DfT judged giving up the extra cash would reduce the risk of other companies with loss-making franchises seeking similar deals. And also noted that the DfT "undermined its position" by telling National Express any future franchise bids would be unaffected.

This unhappy saga should by now have confirmed in most people minds that rail privasation (something that New Labour publicly stated they would have undertaken if it had not already been done by the Conservatives) has been pretty much an unmitigated disaster. While going back to British Rail may not be an option, now is clearly the time to implement Plaid's idea of rail franchises being run on a not for profit basis, reinvesting their profits in their services and infrastructure rather than merely squeezing profits for the shareholders at our expense.

DELIVERING BETTER RAILWAYS 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 Wales can be. 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.

It's pretty obvious that the rail franchise agreement for Wales needs a complete overhaul and currently delivers little to the the people of Wales. So Plaid will seek to ensure that the responsibility for the service is transferred entirely to the Welsh Government and create a not for profit company to run the service. it also makes sense to complete the devolution of responsibility and funding for Network Rail in order to complete the work of electrifying the Great Western Main Line to Swansea, electrify the Valley Lines Network and put in place a plan for the electrification of the North Wales Main Line and the Marches Line.

Plaid Cymru's commitment to 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 major step forward. This will enable the Welsh Government to develop a transport system to suit the needs of the people of Wales, rather than see rail transport in Wales merely seen as previously being a mere add on to transport policy of England.

Significant savings could also be made with the possibilities of 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 complete with integrated ticketing and timetables across public transport in Wales.

Plaid will also seek to increase the frequency of rail services between Cardiff and the west of Wales, and from Fishguard to the east, and examine Opportunities to introduce light-rail links in parts of the country, as well as enabling direct services between Ebbw Vale and Newport. Plaid will support more services across mid Wales. Following the success of the Ebbw Vale service, Plaid will also work to reopen services on disused lines where there is a good case to do so.

NORMAL SERVICE HAS BEEN RESUMED

So much for encouraging people to use the train, the Con Dem Government (much like its predecessor New Labour) has looked the other way as rail fares in Wales go up by an average of 6.2 percent. The rail operating companies have said that price rises will pay for newer trains - don't hold your breath! It's worth asking just how much will be left over from any monies secured for investment in our railways after the shareholders dividend (and the Government) have been paid off? No wonder, that despite the rise in petrol or diesel prices which might be expected to encourage people to find other means of getting to and from work, amongst other things that rail passengers (sorry customers) are somewhat disillusioned by the rail franchise holders latest spin.

How much longer are we going to tolerate a shoddy minimalist unconnected service? We need a single rail franchise that directly answers to and works for Wales, not servicing company shareholder dividends and ultimately the Department of Transport who's interest in Wales could be described as peripheral at best. We need to prioritise investment in our railways and provide a decent affordable and reliable service for the passengers. We need a not for profit railway company that serves Wales and we need to break up the comfy cosy financial relationship that exists between the Westminster establishment and the franchise holders whether they railway or power companies.

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.

THE GREEN VALLEYS PROJECT

The Green Valleys project in the Brecon Beacons, which generates power from 10 wild mountain streams and aims to make the Brecon area a net exporter of electricity, has won (one of three) awards for helping to a £1m prize for saving carbon emissions at the local level, from Nesta, a lottery-funded body, which encourages innovation in the UK.

The Green Valleys project uses small scale hydro-power which does not rely on a traditional dam, but uses what’s called micro-hydro, which actually diverts up to 50% of a stream's flow into buried pipes that lead to camouflaged generators.

The Green Valleys project plans to build 40 more of such micro-power stations. Nesta estimates that with advice from energy advice surgeries, super-efficient vehicles and wood-burning stoves, 13 local communities in Brecon have cut carbon emissions by about 20% in a year.

The Green Valleys project (which was established in May 2009) is a not for profit Community Interest Company based in the Brecon Beacons National Park, which takes ideal geography and topography for small scale hydro-electric generation by making use of the small streams and steep sided valleys within the National Park area.

The project was Wales' only finalist in NESTA's Big Green Challenge competition. This is creative thinking, combined with local ownership which is benefiting the local community - another excellent example of people motivating themselves.