Update on 29-12-24:
https://www.newcivilengineer.com/latest/hope-of-reinstating-railways-in-west-wales-corridor-dashed-as-cost-estimate-hits-2bn-18-01-2024/ Media reports the news, but some media, not this one, reports disproportionately bad news on the railways (Sussex forr example) whilst seeing roads as 'normal' and not raising so many objections, picking on bad points and lauding rail = as we may wish!
In Wales, they don't have HS2, they are owed a share from that project as per Scotland and that should be used for restoring the West Wales rail link so more and existing lines get more all-year-round footfall and spend and easing road pressures, land use and urban congestion whilst regenerating local economies and employment prospects for all ages and none.
If interested:
1. write to your local MP: https://members.parliament.uk/members/commons
2. write/email your Welsh Assembly members: https://senedd.wales/
3. join BRTA as a member: https://brtarail.com/become-a-member/
4. Join our free email loop via richard.brta@gmail.com Everyone matters, so everyone can be involved in re-railing agenda push and shove roads to the margins as principal killers of land, environment, people and wildlife.
From 4th December 2024:
This effort to rouse a modicum of common sense here must be given support by all to have any chance. Consider the following:
1. The principle, it would link by rail, into one of the most tourist attractive places to visit in Wales and of international renown Caernarfon for example and 3 University sites, of which Lampeter is under threat, access and brown field demand being two, which rail could serve if the old route and station site is returned to railway use.
2. North Wales terminal Branch into Caernarfon and take on the constantly upgraded A487 trunk road and reduce more pressure on the A55. You get more roads and motorway designs if you do not restore or new-build a local rail alternative.
3. It would be new-build in some cases, so for example Aberystwyth, the old route went in from the north and reversed and had a circuitous route to the south, could a town bypass straight down be considered with an edge of town and Vale of Rheidol Railway with parking for multiple use access and help declutter Aberystwyth town centre?
4. Existing Cambrian lines have been subject to closures, pruning off feeder routes, beit Gobowen or Ruabon links, let alone Blaenau Ffestiniog to Bala! They have also been subject to decades of rationalisation, beit cutting out passing loops (capacity) and modernisation to automation brought savings, but little investment beyond newer trains but capacity on and off the rails is theykey critical issue, as overcrowding and inability to see out of a window in a pleasant environment, means deterrent to potential would-be rail users, which in turn sends a negative downward spiral, when the line is brimming with beauty, potential and could be doing a lot more all-year-round trade in these days of 'get it right and demand and supply is the name of the game'.
5. Doing nothing is not an option. I don't agree with Beeching ideas or Richard Bowker who was just short of saying 'close it' for Denton on the Stockport to Stalybridge railway for having the less well used station on the network. You get out what you put in. Run down, scant facilities, poor timetable on one hand, less well used brings a poor status on the other, when what analysis for identifying new markets, and improving trains, tracks, facilities and personal sense of security which incrementally may court more usage to a flow? We have seen stations where investment has informed more, closure, just puts rail out of the market and congestion stacks up with many negative consequences including poor public health?
6. Government has to decide which way to go, avoiding the fudge of 'all things to all people, but falling short of pleasing any but shareholders.' The Welsh Assembly needs a rota of places to meet like Cardiff, Machynlleth (Mid Wales) and North Wales (Llandudno) or profiteering going out of industries.' All tiers of governance and transport responsibility need to consult the public, come up with nurturing use and demand and service it. In Switzerland they have special wrap-around windows for some scenic railways and good seating for example, courting audiences to enjoy the railway travel experience. But small-loads of post, pallets and parcels for example, could also have designed-in to normal stock - bring back the modern equivalent of the Guard's Van vestibule for example. But hauled specials, seasonal steam, good, regular normal timetables, can all add up to making the most of an environmentally friendly asset.
7. Coming to Carmarthen - Bangor, yes £2 billion is not to be sneezed at, but would play out in rising usage and modal sustainability for decades if done. Weird how a railway professional was coaxed to suggest upgrading the A487 rather than reopening the West Wales Main Line, even though the railway could inform all-year-round footfall, visitorship and demand including hotel for individuals and family trade, not just walkers, nature lovers and campaign-hostelry sort of swathes. Horses for courses, we need a diverse demand to inform a diverse accommodation and visitorship all-year-round to make thriving places, free of congestion and land-use parking demands and able to inform sustained employment for all ages and diversify market demands, skills and what is on offer. I am not talking fast-food per se, but horses for courses of what gives, what takes, what suites all pockets and what all can buy into?
It took 65 years to get to where we are (following 1960's closures and car generations) and we have not the luxury of another 60 years to reverse or new-build out of it, roads do not cut congestion! We need incrementalism upwards, not downward spirals of myopia and thinking one example, Cardiff Metro, beacons and gas lights the rest of Wales by tokenism, rather we need even spreads based on getting places back on track. It is a challenge, but one which can raise the game for all, not just the few.
re: https://www.countytimes.co.uk/news/24699551.knighton-meeting-future-heart-wales-line/
1. This line has been deprived of upgrades and investment as per the Cambrian Network.
2. It could do more if upgraded with double track and through originating journeys starting like Swansea to Shrewbury and maybe onwards to Manchester Airport?
3. There is a feeling that The Welsh Assembly is Cardiff centric. Understandable from an electoral point of view, but other places suffer like Swansea by capacity into Cardiff and outwards - better rail links and options are needed.
Upgrading Heart of Wales line to a modern operational standard, means faster speeds/consistency and a diversity of all stopping trains and faster semi-fast principal end-to-end operations and routing freight too/looking at local sourced freight potential and not container views only, but smaller loads like post, parcels and pallets for example and designing rolling stock to do it all/be more versatile/bikes, prams, buggies and more!
4. Do stations need upgrade
- parking, coffee shops, post offices, utilising space and buildings, toilets, hotels for visitorship? It needs looking at study, scope and on-the-ground.
Maybe also a study of a Mid Wales rail link like Carmarthen - Aberystwyth (new build with modifications) to enable West Wales to be doing more business and also a link between Cambrian and Builth Wells with curves to link the lines for diverse audiences and better access. Cost? Yes, so build the coalitions and treat it like Cardiff Metro and realise unless a positive way forward can be hatched, models and grades of ideas can be adapted, closure could be a cost-laden result too? However, you have to see going forward with rail means less traffic on roads, less road upgrades (intrusion/land take), better preservation of rural tranquility and a more versatile balance?
How much of West Wales can sustain an all-year-round rail-based access hotel accommodation? Self catering, camping or top notch fine, but family hotel access seems lacking, has Barmouth got a hotel still? Is there a new-flow opportunity there? Access and timings are critical, but rail offers more than roads, but price and accessibility have to be balanced.
Should they meet at Llandudno, Machynlleth and Swansea to get a better appreciation?!
Only by a growing membership, can BRTA resource financially and humanly, getting more and better. It needs us all to work together, to make the breakthroughs more. If you wish to be emailed on Welsh rail matters and forums, please send to richard.brta@gmail.com
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