Enterprise and Learning Committee EL(3) 21-09 (p2) : 21 October 2009 Inquiry into the Future Railway Infrastructure in From Railfuture Railfuture is independent and voluntary. It is the campaigning name of the Railway Development Society Ltd, a not- for- profit company limited by guarantee. Registered in and Wales No 5011634 Registered Office 12 Holme Close Bracebridge Heath Lincoln LN42LP making Railfuture Cymru/Wales consists of the three Welsh branches of Railfuture Secretary Rowland Pittard 61,Chantal Avenue Penyfai Bridgend CF31 4NW 01656721109 Further details including contact addresses can be found on Raifuture’s web site Just type in Railfuture to access the site Publications The following Railfuture publications have been forwarded to the Committee clerk and are also available on the Railfuture web site-- 'On Track for the 21st Century’- A Development Plan for the Railways of Wales and the Borders 2nd Edition together with two supporting maps. West Wales Direct A plan for the Electrification of the Railways of Wales Severn Tunnel Report The Welsh Affairs Committee 'Cross -border Provision for Wales Transport’ report contains a submission by Railfuture that includes relevant information Purpose The committee intends to examine and seek to influence the priorities and mechanisms for future railway infrastructure planning in Wales. The following responses set out the views of Railfuture regarding these issues. Responses to Questions The case for a high speed rail link between London and South Wales The usual speed for High Speed trains in Europe is at least 155 mph. Some countries use upgraded lines and others have built new lines. All are electrified lines. The upgrade in England did not achieve the target speed of 155 mph but did provide for significant increases in speed and reduction in journey times. This upgrade reduced journey times to One important consideration when making a rail journey is the total journey time. If one section of a journey is speeded up and connectional times are extended for the second section then the speed up has no benefit. If the speed up is achieved by reducing the number of station calls then a sector of rail users will be disadvantaged. It would not be acceptable for rail users at Newport, Bridgend, Port Talbot and Neath for the Swansea to London trains to run non stop through those stations as they form a considerable percentage of passengers travelling to London. Rail travel times to London from South Wales have been extended in recent years by additional station calls including Bristol Parkway,

EL(3)-21-09 : Papur 2 : Seilwaith rheilffyrdd Cymru ar gyfer y dyfodol - Railfuture (Saesneg yn Unig) (21-10-2009) Swindon and Didcot. Station dwell times have also increased because of slower unloading and loading times especially in the London area where the trains are used by commuters and not for their original purpose for long distance travel. Bristol Parkway provides a useful interchange between South Wales trains and Cross Country trains for the Midlands, North East and the West Country. The should be upgraded for higher speeds and this upgrade should be incorporated into future developments including the introduction of Cross Rail, the remodeling of Reading station and the electrification of the line to Swansea. Journey times of one and half hours have been achieved by the present High Speed Trains, between and London. This time can be achieved on a regular basis with electric trains using an upgraded main line and a reduction in the number of stops. The slow approach speeds to Newport and Cardiff stations could be removed by track and platform improvements. Recommendation- We do not believe that the case for a new High Speed Rail line has been made and significant reductions in journey time can be achieved by upgrading and electrifying the existing line. The case for an improved north - south line Raifuture notes the increase in journey times from north to south Wales in recent years and the removal of the Manchester to Cardiff flyers which completed the journey in under 3 hours. A journey time of 21/2 hours should be possible between Cardiff and There are two options. The first is to build a new line within Wales and there have been several proposals to the route to be used. The second is to upgrade the existing Marches line from Newport to Chester Railfuture has not identified a new north - south line in its Development Plan although it has given consideration to reinstating the lines between Carmarthen and Aberystwyth and Afonwen to Bangor, to give a West Coast corridor line similar to that being developed in Southern Ireland. This would provide for limited- stop through services from Swansea to Bangor. Railfuture supports the upgrading of the Newport to Chester line. Line speeds should be increased through to use the 100 mph capacity of the class 175 units. Capacity improvements should include doubling of the line between and Chester, shortening of signalling sections and the construction of additional loops to enable an increase in capacity for both passenger and freight services Better station layouts are required at Hereford and to give interchange facilities and reduce the present long waits for some connecting services. Recommendation-There is a strong case for improving the existing north- south line. Consideration should be give to the reinstatement of a Western Corridor line. The case for the electrification of other railway lines in Wales Railfuture has recently prepared a paper entitled a 'Progressive Electrification of the Railways of Wales’ as a response to the Electrification Route Utilisation Study. The response identifies the economic and environmental considerations for the urgent electrification of other Welsh lines following the completion of the main line from London to Swansea. The progressive stages are the Cardiff Valley lines including the and the Maesteg and Ebbw Vale branches. The Vale of Glamorgan line provides for a diversionary route. The Maesteg branch provides a turn back facility reducing the pressure on Cardiff Central and uses the electrified main line between Cardiff and Bridgend. New electric rolling stock will provide faster services and to replace the existing life expired diesel units. The next stage is the North Wales coast line (from ) and the branch to provide direct electric services from North Wales stations to London and Manchester This is followed by Marches line, West Wales lines and the Cambrian lines. Recommendation- Railfuture recommends a progressive electrification of the railways of Wales. The need for speed upgrades and capacity improvements across the network in Wales 'On Track for the 21st Century’ Railfuture’s Development Plan for Wales (chapter 6) identifies a considerable number of infrastructure improvements Railfuture considers that some capacity improvements can be made without speed upgrades. These include signalling improvements, electric trains with faster acceleration and stopping capabilities, the reduction of dwell times at stations and the reduction of up to 8 charter minutes between the last two stations at the end of a journey. Speed upgrades are always important but the provision of integrated services with good connections is equally important. Speed upgrades are effective where they remove speed restrictions and reduce station approach times. This is noticeable where FGW trains slow down 1 mile west of Cardiff to enter platform 1 whereas a faster speed could be achieved into platform 2. Capacity improvements can provide faster services, more flexibility and opportunities for better connections and additional services. Some sections of line need to be doubled to provide additional capacity. Some additional dynamic passing loops need to be constructed and some additional platforms and turn back facilities are required. These are all included in Railfuture’s Development Plan

EL(3)-21-09 : Papur 2 : Seilwaith rheilffyrdd Cymru ar gyfer y dyfodol - Railfuture (Saesneg yn Unig) (21-10-2009) Recommendation- There should be a progressive plan for speed upgrades and capacity improvements for the rail network across Wales The state of the Severn Tunnel and the need for a second Severn rail /tunnel crossing Railfuture supports increased use of the Severn Tunnel to provide improved cross border services. There does not appear to be any capacity constraints at present except when services are disrupted and the seven minute headway can be decreased by reactivating dormant signals in the tunnel. The speed through the tunnel is 70mph compared with 90mph on the English side and 75mph on the Welsh side. The tunnel has sufficient clearance for the provision of overhead electrification but a waterproof coating will have to be injected through the brickwork to make the tunnel dry to prevent electrical flashovers. Electric trains will reduce the need for fans and forced ventilation and a drier tunnel will require less maintenance thus reducing the need for closures. Some closures will still be required for maintenance and it is important that diversion time via Gloucester are reduced. A financial case was not made for including rail as part of the Second Severn Crossing and this raises doubts that a case could be made for rail across a barrage at the Shoots. An electrified crossing across a barrage would be subject to closure during severe weather but would cost less to maintain and operate than the tunnel and require fewer closures. A second crossing would be unlikely to result in a saving of journey time in excess of two minutes Recommendation - The Severn Tunnel is fit for purpose and can be adapted for electrification. Its capacity can be doubled. Further use of light rail in urban areas The only light rail line in Wales at present is the Great Orme Tramway. A number of light railways have been lost- the most famous being the Swansea and Mumbles Railway. Railfuture supports the development of light rail schemes in preference to guided busways and segregated bus lanes. 'On Track for the 21st Century’ the Railfuture Development Plan proposes light rail systems for Cardiff and Swansea and maps of the proposed systems are on page 53 of the plan. Railfuture also supports a light rail network in Newport which could help to reduce congestion on the M4. Recommendation - The construction of light rail networks in Welsh urban areas should be considered. Consideration should also be given to interurban tramways e.g. between Cardiff and Newport and in the Swansea Bay area. The case for new stations and new/reopened lines New stations will reduce road traffic and carbon emissions especially with commuting traffic into urban areas These will reduce the need for road improvements and more car parks and result in environmental improvements. Our publication 'West Wales Direct’ contains proposals for more direct passenger trains to West Wales over the Swansea District line with new stations at Llandarcy business park, Morriston for the Swansea Valley and hospital, and Grovesend There are at present two daily non stop passenger trains over this line each direction. Our Development Plan recommends the introduction of passenger services over the following lines which are to present out of use or only used by freight traffic - Pontyclun to Beddau, Ystrad Mynach to Nelson, to Llangefni and the reinstatement of the Bangor to Caernarfon, Grovesend to Pontadulais and Aberbeeg to Abertillery lines. Railfuture’s Development Plan suggests the following sites for new stations - Chepstow line (Magor, Celtic Lakes, St Mellons ), (Llangynwyd, Brackla, St Fagans), Marches line ( Caerleon, Pontrilas), (Bow Street, Carno), Shrewsbury to Chester (Baschurch, Whittington, Weston Rhyn, Cefn, Johnstown, Rossett, Chester Business Park), North Wales Coast (Queensferry, Conah’s Quay, , Greenfield) Recommendation- There is still a need in Wales for further new stations and for new/reopened lines. How to increase the use of railways for freight including freight transfer facilities Our Development Plan provides strategies for the expansion of freight services in Wales including the provision of terminals and suitable rolling stock. The main location of freight activity is at ports, which provide the ideal locations for intermodal rail/road and sea freight terminals e.g. Newport, Cardiff and Barry. A network of mini terminals should be created at regular intervals across the rail network to provide for the transfer of goods from road to rail and a fleet of diesel multiple unit freight trains introduced to convey the traffic. Local Authorities have a role in ensuring that industrial development takes place adjacent to these terminals. The provision of freight grants for infrastructure developments should continue. Recommendation- To consider the strategies proposed by Railfuture The role of the Welsh Government, Regional Transport Consortia and Regional Transport Plans in future railway planning Railfuture has always advocated a Passenger Transport Authority for Wales to ensure joined up thinking for the provision of services, infrastructure, rolling stock and information .The Regional Transport Consortia have a role to play with provision of local (but not longer distance and cross consortia) bus services, community transport and the walking and cycling strategy. The Regional Transport Plans, if

EL(3)-21-09 : Papur 2 : Seilwaith rheilffyrdd Cymru ar gyfer y dyfodol - Railfuture (Saesneg yn Unig) (21-10-2009) local consultation is adequate, are important to inform Welsh Assembly Government as to the regional transport requirements of each consortia. There is more detail in Railfuture’s Development Plan. Recommendation -There should be a review of the present arrangements Whether or not the Welsh Government should be seeking additional powers and associated funding that would allow them to directly fund the railway infrastructure in Wales Railfuture would support additional powers and the devolution of finance. It is important that Welsh Assembly Government and not Network Rail and the Department for Transport decide what is best for Wales. We have seen massive spending in England on lines such as the Channel Tunnel highspeed line, the improvement of the West Coast main line, the North London line and improvements in the Stratford area as well as the funding of light rail schemes in Manchester and Nottingham. There have been expensive major station improvements such as at St Pancras, Rugby and Manchester Piccadilly with only minor work in Wales and in most cases jointly funded by Welsh Assembly Government. It is obvious that Wales has not had its full proportion of funding compared with England and Scotland. Network Rail is providing finance to replace life expired signaling in South Wales but this is for deferred maintenance and not capital improvements Welsh Assembly Government in conjunction with some local authorities has made significant strides in developing the rail network in parts of Wales but has some way to go to match the achievements in Greater London and Scotland. Wales. Recommendation -Welsh Assembly Government should seek additional powers

EL(3)-21-09 : Papur 2 : Seilwaith rheilffyrdd Cymru ar gyfer y dyfodol - Railfuture (Saesneg yn Unig) (21-10-2009)