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Newsletter No. 41

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Newsletter No. 41 Page 1 SARPA Newsletter 41 SARPA Newsletter 41 Page 1 Shrewsbury Newsletter Aberystwyth Rail No. 41 Passengers’ November 2007 Association This year saw the fortieth anniversary of the last Cambrian Coast Express to and from Paddington, on the 4th March 1967. The down train pauses at Newtown. Photo: Robert Knight. Chairman’s Message..................................................................................................2 News in Brief...............................................................................................................3 Rail Users urge Assembly Members to be positive.....................................................7 Tramforward - launch of a light railway champion.........................................................7 Passenger focus.........................................................................................................8 From the House of Commons......................................................................................9 Rail rambles................................................................................................................9 Shrewsbury Railway Heritage Trust............................................................................9 Carting passengers around the countryside and other statistical revelations.............10 From the AGM...........................................................................................................10 From Arriva’s website................................................................................................11 A story of the Wales airlink........................................................................................11 From the Cambrian News..........................................................................................12 “The cheapest ticket”................................................................................................14 The £13 million investment in the Cambrian Line.......................................................15 Barry Doe’s directory of bus and rail timetables..........................................................15 Staffing crisis looms across Arriva.............................................................................16 Wales rail planning assessment................................................................................16 Direct rail link to London backed................................................................................17 The view from milepost 62.........................................................................................18 Page 2 SARPA Newsletter 41 Chairman’s Message I was asked when I was a member of the Rail Passenger Committee for Wales why I did it. The questioner, who’s now involved in WAG’s Rail unit, was rather surprised some- one so young and wearing a suit was interested in the railways as a “hobby”. A good grounding in being proved right would be one reason why, as experience in later life repeatedly shows. Turn the clock back thirty years and I can remember as a child standing with my grandfather and father and listening to them comment about some piece of ripped out infrastructure in the Midlands “they’ll regret that one day”. That piece of infrastructure is now subject to a plan to bring it back into use at a cost probably far greater than any savings that were made by not having it. Anybody that knows and understands our line could have told you that there is a huge latent demand for usage that’s still largely been unrealized, as people have dipped their toes in and been put off by what was on offer. Over the years we’ve all heard family, friends, neighbours and colleagues tell us their horror stories usually involving a 2 car train and vowing not to go by train again. SARPA has been saying for years: put more carriages on and they’ll be a large upshot in usage. Come July 2006 WAG funded some extra carriages – only 4 and somewhat strangely called it a pilot trial. The result, as we heard from the Minister who confirmed that the funding would be made permanent, has been a great success – less overcrowding, help with punctuality and more people using the trains. Well blow me down! You didn’t need a pilot trial or a consultants’ report to produce a business case to work that one out – it’s common sense based on knowledge and experience, something that’s sadly doesn’t feature much. Let’s take the Wales and Borders franchise as let in December 2003. The underlying assumptions were just plain wrong, and events over the last four years have blown them out the water. The “no growth be thankful you’ve still got it” attitude now seems like a sick joke, as WAG has had to continually dip its hand into other funds to provide additional resources to cater for growth that the franchise holder cannot provide and paper over the cracks. I was one of plenty of people who said “you’ve got it wrong” at the time to the powers that be; I was dismissed as “unrealistic” and “not understand- ing”. I haven’t received an apology yet, clearly being right doesn’t qualify you for one! I well remember fellow SARPA member John Wildig turning to me at a meeting in the Millennium Stadium in December 2003, having witnessed Arriva’s franchise winning team explaining how marvellous things were going to be despite all the con- cerns. John said “It’ll get a lot worse before it gets better”. Spot on, John: absolutely spot on. In case anyone in Arriva takes offence we’ve done the lot worse bit, and are now in a gets better phase. Whether that delivers us to where the service should be remains to be seen. A plethora of announcements have punctuated the last few months. One of them is known as the Wales Rail Planning Assessment: a commendable document pointing out trends in rail use and growth round the country and pointing to potential solutions. However it predicts that the Cambrian will grow in usage between 2005 and 2026 by 41%. Before the ink was even dry on this document’s release in July 2007, usage of the Cambrian had grown by c.15% in 2 years! Yet we are told the planning for the next 20 years is on the basis of the assessment figure. I really would rather not be in the position of saying “I told you so” yet again - I would love for the right decisions to be made first time! One piece of investment that is happening is the £13 million being spent on our infrastructure in the run up to the introduction of the ERTCS trial in December 2008. Page 3 SARPA Newsletter 41 SARPA Newsletter 41 Page 3 Great news? Well one conundrum that still exists - assuming we’ve a two hourly service and all trains are still scheduled to cross at Talerddig: what happens when a Aberystwyth bound train leaves Newtown 15 minutes late and the UP trains sits at Talerddig having arrived on time? The double track at Welshpool and the loop at Dyfi Junction are of course no use as the UP train will still be delayed by 15 minutes. Now if there was a loop at Caersws the UP train would run to Caersws and cross the late running DOWN train there:instead of a 15 minute knock on delay there would be none. Still it would be possible to cross trains at Dyfi Junction and Welshpool post December 2008 - but this would require additional rolling stock as more diagrams would be needed to run the service. Network Rail’s brief was to make the infrastructure robust enough for a two hourly service, but has anyone let WAG and ATW in on the secret ingredient on the operational side of the bargain? Meetings between WAG and ATW in early 2009 could be very interesting if punctuality is still c 60% and trains still turn at Wolverhampton! I somehow suspect there will be plenty of people who will wish a Caersws loop was part of the remit. You can pay consultants and produce options and business cases till the cows come home, but to get things right there’s no substitute for common sense based on knowledge and experience. My moving annual average ppm was 59.75% up to the end of period 7. Gareth Marston, Newtown, October 2007. News in brief Birmingham More details of the station redevelopment have emerged. The scheme is seen as a way of redeveloping that part of the city centre, not just the appalling 1960’s rail station. Whilst facilities upstairs at New St will be vastly improved the badly needed extra tracks on the approaches into the station are not even mentioned. Shrewsbury The station has been put forward by ATW and Network Rail as one of the 150 stations that are to be upgraded as part of the DfT’s White Paper on the railways - National Station Improvements Programme. With over 2500 stations on the UK rail network a lot miss out, including all 24 stations west of Shrewsbury on the Cambrian. What ever happened to MFAS? Shropshire County Council hope that the new Wrexham, Shropshire and Marylebone services will be the precursor to proving the business case that gets electrification and full Intercity services to Shrewsbury. WSMR’s successful application to the rail regulator was based around a large suppressed demand for rail services in Shropshire, due to the poor service offered by ATW and Central Trains and lack of direct trains to London. Despite spending £1.6 million on a firm of consultants there’s been an outbreak of cold feet over road user charging from the politicians and local authority officers in Shropshire, which has seen them cry off from applying for the government’s Transport Innovation Fund. In return for road user charging in the historic town centre and a package of public transport improvements around the town including a Shrewsbury Parkway
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