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TraCC

Passenger Transport StrategyAugust 2011

Hyder Consulting (UK) Limited

2212959

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TraCC

Passenger Transport Strategy

Author Rob Minton

Checker Janice Hughes

Approver Geoff Webber

Report No 001-UA003001-UP23-02

Date August 2011

This report has been prepared for TraCC in accordance with the terms and conditions of appointment under the Ceredigion Framework contract dated June 2010. () cannot accept any responsibility for any use of or reliance on the contents of this report by any third party.2212959Hyder Consulting (UK) Limited

Passenger Transport Strategy Hyder Consulting (UK) Limited-2212959

CONTENTS

1 Introduction 12 Current Problems and Issues 43 Enabling Legislation and Transport Policy 84 Recent and Current Projects / Initiatives 175 Passenger Transport Strategy 196 Priorities and Programme48

Tables

Table 4.1 - Passenger Transport Capital Projects 2010/11Table 4.2 - Passenger Transport Capital Projects 2011/12Table 5.1 - Station Utilisation – TraCC RegionTable 5.2 - Responsibilities for Rail InfrastructureTable 5.3 – WelTAG Summary Table (Carno)Table 5.4 – WelTAG Summary Table (Bow Street)Table 5.5 - Bus Services – Minimum Service LevelsTable 5.6 - Community CategoriesTable 5.7 - Satisfaction Results – Bus/RailTable 5.8 - Differing Types of Community Transport ProvisionTable 5.9 - Support for Community Transport Schemes in Mid WalesTable 5.10 - Support for Community Transport SchemesTable 6.1 - 5 Year Programme – Possible Capital Allocation (£’000’s)Table 6.2 - Passenger Transport 5 Year Programme (£‘000’s)Table 6.3 – Programme Priorities 2012/13 and 2013/14 for General HeadingsTable 6.4 - Passenger Transport Projects funded from other sources

Figures

Figure 1-1 - Local Transport Services Grant - % change between 2007/08 and 2011/12Figure 3-1 - Spatial Plan – Central Wales AreaFigure 5-1 - Rail Network – Mid WalesFigure 5-2 - TrawsCymru Network Figure 5-3 - Community Categories


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1 Introduction1.1 The TraCC Regional Transport Plan (RTP) was approved by the TraCC Board in September

2009 and subsequently endorsed by the Welsh Government.

1.2 The RTP established a vision for the TraCC region

‘To plan for and deliver in partnership an integrated transport system in the TraCC region that facilitates economic development, ensures access for all to services and opportunities, sustains and improves the quality of community life and respects the environment’

Ten regional priorities were also established:

Reduce the demand for travel;

Minimise the impact of movement on the global and local environment and ensure the highest levels of protection to European Sites;

Improve safety and security for all transport users;

Improve travel accessibility to services, jobs and facilities for all sectors of society;

Improve the quality and integration of the public transport system including the role of community transport;

Provide, promote and improve sustainable forms of travel;

Maintain and improve the existing transport infrastructure (road and rail);

Ensure travel and accessibility issues are properly integrated into land use decisions;

Improve the efficiency, reliability and connectivity of movement by all modes of transport within and between Mid Wales and the other regions of Wales and England; and

Deliver a co-ordinated and integrated travel and transport network through effective partnership working.

1.3 The rural nature of the TraCC region and, in particular, the low and dispersed population, means that the objectives of reducing the demand for travel, improving travel accessibility by public transport and the integration of public transport services are often more difficult to achieve than in an urban area. A number of the access issues are being compounded by the ‘regionalism’ of services, limited resources to support rural bus services and community transport, and increasing fuel costs. The Rural Health Planning consultation document (June 2007) stated that ‘accessing services and support in its broadest sense, is the critical issue facing people living in rural communities’.

1.4 Following a meeting of the TraCC Passenger Transport Working Group (November 2010) the TraCC local authorities and partners from the voluntary sector expressed a need for a new Passenger Transport Strategy for Mid Wales – which would support improvements to the planning and delivery of passenger transport services and infrastructure provision for public transport in Mid Wales.


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1.5 The purpose of the Passenger Transport Strategy is, therefore, to provide a framework for developing passenger transport projects that are in line with the RTP objectives and priorities. It will set an agenda for local authority projects and assist with budget allocations. It is essential that in times of restrictive budgets that priorities are established. The Passenger Transport Strategy will also assist with the development of business cases for individual projects and where appropriate the WelTAG process.

1.6 TraCC commissioned or supported a number of studies in 2009/10 that have provided a sound basis on which to develop a passenger transport strategy. The reports included the:

TraCC Rail Utilisation Report (Capita Symonds)

TraCC Interchanges Report (Atkins)

Community Transport Report (TAS)

Mobile Services Report (Ceredigion CC)

WelTAG reports on new stations at Carno and Bow Street and on improved services on the Heart of Wales line

1.7 In addition, work undertaken by Passenger Focus, Network Rail, Arriva Trains Wales, the local authority officers, the TraCC Passenger Transport Group and reference to the Baseline Report of the Monitoring of the National Transport Plan and the TraCC RTP Monitoring Report have provided background information in the development of the Passenger Transport Strategy.

1.8 The above reports and work have identified a range of opportunities, but it is important that there is a Passenger Transport Strategy that identifies priorities and direction, thus ensuring that the maximum benefit is achieved from the investment, particularly important when funding streams are tight and limited. It will also assist with the development of business cases for passenger transport projects as it will provide a framework for evaluation and development.

1.9 One of the major issues affecting passenger transport is revenue funding. While capital expenditure on new vehicles, improved interchanges, passenger facilities, real time information are very important – there is a critical requirement, especially in rural areas, for revenue funding. This is a serious concern with regard to community transport.

1.10 The Local Transport Services Grant (LTSG) for the TraCC region has decreased by -1.1% between 2007/08 and 2011/12. Whereas in the more urban regional transport consortia it has increased in the same period by +9.56% Sewta, +5.21% SWWITCH and +3.75%Taith. This trend is a concern to the Mid Wales authorities. The above trends are illustrated in Figure 1-1.

1.11 This report is structured with a brief review of the issues, a section on the Enabling Legislation and National Policy Framework, a review of recent and current projects and then four sections detailing the TraCC Passenger Transport Strategy for Rail (services and facilities), Bus (services and facilities), Interchanges and Community Transport. A final section provides an initial five year programme for Passenger Transport projects that will need to be considered in developing and submitting the Annual Delivery Schedule (current requirement) to the Welsh Government for funding.


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Figure 1-1 Local Transport Services Grant - % change between 2007/08 and 2011/12


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2 Current Problems and Issues2.1 The RTP identified through consultations, reviews of reports and analysis of data a series of

issues and problems with regard to movement in Mid Wales. Some of the problems related to social factors, others to the economy, the environment, and funding. The RTP appendix document detailed the problems, presented below is a brief summary of the main issues.

2.2 Social

Dispersed settlement patterns characteristic of the TraCC region have implications for accessibility and access to key services, consequently there is greater dependence on the private car in such areas.

An ageing population (a predicted increase of over 85’s by 2031 of 228%), coupled with out-migration of younger people from the Mid Wales region and in-migration of working adults has socio-economic issues that may have implications for traffic levels in the region. This is due to a greater proportion of the population travelling longer distances to work, to visit friends and family and to access services.

Generally, the TraCC region has a high level of car ownership, however some areas have low car ownership, notably the larger settlements of Welshpool and Aberystwyth.

Very poor levels of accessibility to jobs and services are demonstrated by the Welsh Index of Multiple Deprivation, the Accession modelling of the region, and the Needs Assessments published by the Health, Social Care and Wellbeing Partnerships to which the constituent local authorities of TraCC belong.

Casualty rates on the road network are higher than for Wales as a whole. Significant problems include the large number of serious and fatal motorcyclist accidents in Powys. Casualty rates have continued to rise in Powys and Ceredigion against the national trend of accident reductions.

Community transport has to provide for a number of needs – some relate to rural accessibility others relate to a transport service appropriate for particular users (the mobility impaired).

The demographic profile and very small and dispersed settlement pattern characteristics of Mid Wales pose distinct challenges for the delivery and development of community transport services.

Accession modelling input data does not take account of the community transport network / services or other demand responsive services.

Economic Employment is predominately in small businesses with significant numbers in the

agricultural, forestry and tourism industries. Such businesses tend to be highly dispersed and are difficult to access by public transport. As a result a higher proportion of trips to work are made by car and average travelling distances are longer than elsewhere within Wales.


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The average income of residents in the TraCC region is low. This means that with the necessity of car ownership and longer travelling distances, residents spend a larger proportion of their income on car ownership and transport.

There are areas where basic internet broadband access and other ICT provision is restricted, and demand for higher bandwidths will grow, affecting business location and the ability of people to work from home.

A large proportion of tourist trips in Mid Wales are made by private car.

There is a lack of integration between public transport services and the needs of visitors, with public transport serving largely local needs.

Nearly all freight within, to and from Mid Wales travels by road, with the east-west routes being of strategic importance.

Road freight has a disproportionate impact on the road network and on the communities through which it passes, given that much of the network is substandard with limited overtaking opportunities and passes through the centre of many towns and villages.

Limited resources for road maintenance and improvements in the past have meant that the principal routes have been prioritised. The agricultural and forestry industries in particular are highly dependent on the minor road network, as are local residents.

2.3 Environmental

Carbon emissions are low overall, but disproportionate for the size of the population because of the heavy reliance on cars and the longer distances travelled.

In the TraCC region, the average age of cars is high and car engines are typically larger, so emissions are likely to be disproportionately higher.

A large proportion of Sites of Special Scientific Interest (SSSIs) and other habitats are in unfavourable condition. A number of habitats are fragmented as a result of infrastructure development, including roads. Habitats are also affected by polluting run off from roads. The poor condition of habitats is affecting a variety of species.

Acidification of soils and water bodies is an ongoing concern. This problem is partly a result of emissions of air pollutants containing nitrogen and/or sulphur and is prevalent in the upland areas.

There are real risks of flooding along areas of the Mid Wales coastline, and also inland along estuaries and river floodplains, mainly due to climate change. This has implications for existing and future transport infrastructure.

There is localised noise disturbance along some routes, which affects communities living near these routes.

The development of transport infrastructure has significant effects on landscapes, and the countryside continues to be under pressure from such development.

The region’s cultural heritage assets are affected directly and indirectly by traffic and the development of transport infrastructure.


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2.4 Movement

Recent investment in the trunk road network has not provided what the region considers to be a sufficient standard necessary to improve reliability, efficiency and safety for the type of traffic using it.

While traffic volumes are low in comparison to other more urban areas of Wales, the road network capacity is limited by alignment and width, which combined with limited overtaking opportunities, means that journey times are long and unreliable.

The frequency of trains means journey to / from work opportunities are limited.

Unmanned crossing points and those with no barriers on the rail network pose a safety concern and affect the reliability of rail journeys.

There is a lack of facilities at rail stations including parking, disabled access and interchange with bus services, walking and cycling routes.

It is difficult to co-ordinate a large number of small independent bus service operators and other national operators with no base in the region.

The poor highway alignment gives a poor ride quality for long wheel-based buses.

Community transport, an essential element of the public transport network, is reliant on revenue support to maintain even a basic level of service.

A lack of dedicated facilities for cyclists, including basic provision of cycle racks, lockers and showers discourages cycling for work, social and leisure/recreational journeys.

In many small communities there is a lack of a connected footway network, which discourages walking trips.

With regard to access to ports and airports, TraCC residents and businesses have to rely on external locations.

While being supportive of windfarm developments there are concerns over the movement of large pieces of infrastructure on an inadequate and inappropriate network.

2.5 Funding and Implementation

The rurality and low population density of the TraCC region has meant that the region has previously lost out in transport investment. There is a need for recognition of the severity of issues facing the TraCC region – notably accessibility and the absence of a transport network that provides even a basic level of service.

There is a lack of resources within the TraCC authorities to progress sustainable travel initiatives.

There are problems of sustaining rural bus services and community transport services in terms of funding support and development.

The extensive road network of more than 11,000km means that maintenance and winter management is a considerable strain on highway authority resources.


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The current systems of Welsh Government capital grant funding and local authority un-hypothecated revenue funding has inhibited sufficient levels of funding being available for transport schemes.

There are increased expectations that the TraCC RTP will deliver a variety of solutions to transport and accessibility related problems in Mid Wales. These expectations have arisen largely out of the Wales Spatial Plan and related economic regeneration work. There are concerns within TraCC over the level of funding that will be secured (from various public and private sources) for the implementation of integrated transport projects through the RTP process. There is also concern regarding the resourcing and capacity of the Consortium in its enhanced role in relation to regional transport planning and delivery.

The priorities of Mid Wales with regard to cross-border infrastructure improvements, often do not match those of the adjacent, more populous regions.

In the past the level of contributions from developers towards the provision of transport infrastructure has been very limited across the region.

There has been a lack of investment/ sustained resourcing for community transport over the past few years, which poses a distinct challenge for the development of community transport in Mid Wales.

There remains a lack of clarity with regard to the future funding mechanisms (capital and revenue) for funding the RTP Programme.

2.6 It is important that the issues and problems are understood so that the passenger transport strategy is developed to remove or reduce problems.


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3 Enabling Legislation and Transport Policy 3.1 This section briefly outlines the key legislation relating to transport and the national transport

policy framework.

3.2 The Regional Transport Consortia were established under the Regional Transport Planning (Wales) Order 2006.

Transport (Wales) Act 2006

3.3 The Transport (Wales) Act outlines the Welsh Government’s duties and powers in relation to transport in Wales. In relation to public transport the Act states:

7 - Provision of public passenger transport services

(1) The Assembly may secure the provision of any public passenger transport services which it considers appropriate for the purpose of meeting any public transport requirements within Wales which would not in its view otherwise be met.

(2) In exercising its power under subsection (1) the Assembly must have regard to:-

(a) a combination of economy, efficiency and effectiveness,(b) the Wales Transport Strategy, and(c) the transport needs of members of the public who are elderly or disabled.

Railways Act 2005

3.4 The Railways Act outlines the Secretary of States’ powers in relation to assisting and securing the provision of services.

6 - Financial assistance etc. from the Secretary of State

(1) The Secretary of State may provide, or agree to provide, financial assistance to any person—

(a) for the purpose of securing the provision, improvement or development of railway services or railway assets; or

(b) for any other purpose relating to a railway or to railway services.

3.5 Financial assistance from the Secretary of State differs in relation to Wales as “the Secretary of State may not enter into a franchise agreement relating to services that are or include Wales-only services unless the National Assembly for Wales joins with him as a party to the agreement.” Power is given to the National Assembly for Wales allowing for the provision of financial assistance.


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(4) The National Assembly for Wales shall also have power, where it does so wholly or primarily for Welsh purposes, to provide, or to agree to provide, financial assistance to persons otherwise than under franchise agreements—

(a) for the purpose of securing the provision, improvement or development of railway services or railway assets; or

(b) for any other purpose relating to a railway or to railway services.

The provision of financial assistance from both the Secretary of State and the Welsh Government includes each of the following:

(a) the making of grants or loans;(b) the giving of guarantees; and(c) investments in bodies corporate

Transport Act 2000

3.6 While many of the components of the 2000 Act have been amended by subsequent legislation, The 2000 Act still covers the ‘Quality Partnership Scheme’. (Clause 124).

124 - (1) A local transport authority, or two or more such authorities acting jointly, may make a quality contracts scheme covering the whole or any part of their area, or combined area, if they are satisfied that -

(a) making a quality contracts scheme is the only practicable way of implementing the policies set out in their bus strategy or strategies in the area to which the proposed scheme relates; and

(b) the proposed scheme will implement those policies in a way which is economic, efficient and effective.

3.7 The 2000 Act also outlines policies to facilitate joint and through ticketing schemes. This presents the opportunity for bus users to travel under one ticket through a number of areas and operators.

135 - (1) A local transport authority, or two or more such authorities acting jointly, may make a ticketing scheme covering the whole or any part of their area, or combined area, if they consider that the proposed scheme –

(a) would be in the interests of the public; and(b) would be any extent implement the policies set out in their bus strategy.


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Wales Spatial Plan – Central Wales Areas

3.8 The Central Wales area outlined in the Wales Spatial Plan encompasses the TraCC region and neighbouring areas. It establishes a hierarchy of settlements, with Aberystwyth the only key settlement of national importance. Newtown is seen as a primary key settlement in the Central Wales region, while Brecon and Dolgellau are deemed to be primary key settlements to be developed. The plan outlines a number of settlement clusters within close proximity that provide importance to each other. The primary settlements, hub and clusters that predominately fall within the TraCC region are:

Aberystwyth and Coastal hinterland

The Brecon Beacons cluster

The Llandrindod cluster

The Rural Meirionnydd and Conwy cluster

The Severn Valley cluster with Newtown identified as a primary settlement

The Teifi Valley cluster

Figure 3-1 Spatial Plan – Central Wales Area

3.9 The plan envisages building upon the key centres, while improving linkages and facilitating growth to the rural hinterlands. Integration of rural communities is seen as pertinent in


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developing these areas and enhancing their sustainability. Maximising the internal and external accessibility of the areas forms a key aspect of the plan, in order to enhance the overall economic growth of Central Wales and widen employment opportunities. Building on the regional strengths of Central Wales is a key priority, with the plan highlighting the towns and villages as important for employment, social and recreational activities and in accessing services. The hub and cluster approach seeks to encourage collaboration between communities rather than competitiveness, with transport core to this approach. Community transport and demand responsive services are seen to be essential in providing feeder services to main transport routes and are seen as a lifeline for rural areas. Priorities identified for the Central Wales region through stakeholder consultation include:

Improving the availability, quality and integration of passenger transport, including the role of community and demand responsive transport as feeder services;

Providing, promoting and improving sustainable, affordable and healthy forms of transport;

Improving connectivity of the settlements within the Area and to other regions of Wales and England;

Maintaining, improving and maximising the efficient use of the existing transport infrastructure for the movement of people and freight; and

Reducing the need to travel and minimising the environmental, economic and social disbenefits of transport.

3.10 The plan recognises that large parts of the Central Wales region suffer from poor access to services and jobs with weak internal and external links existing in the region. Poor public transport and limited levels of rail accessibility has resulted in the region having high dependency on the car and road-based transport with issues around ‘fuel poverty’ arising as a result. The plan states that future housing and employment growth should be linked to public transport nodes.

Wales Transport Strategy

3.11 The Wales Transport Strategy provides a vision for transport in Wales to promote sustainable transport networks that safeguard the environment while strengthening the country socially and economically. The strategy sees public transport to be essential in achieving the Welsh Government’s equality and social agenda. The social benefits of public transport are numerous and hold particular significance in low-income and disadvantaged areas. Public transport is also essential regarding access to commercial centres, recreation, education and health facilities. Sustainable access and replacing car journeys with sustainable travel is outlined in the strategy as essential. Sustainable travel, for example by public transport, forms part of the wider remit to reduce environmental impacts, improve health and well being, and enhance opportunities for all.

3.12 Integrating local transport is a priority outlined in the strategy. Problems exist due to physically separated bus and rail stations, timetables failing to synchronise or restrictions on the carriage of bicycles on public transport. Securing better joint working between public transport operators, both rail and bus, to ensure better national and local connectivity is essential.

3.13 The key actions outlined for integrating public transport are:

Securing better joint working between public transport operators, both rail and bus, to ensure better national and local connectivity.


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Supporting the development of a number of sustainable travel towns across Wales (Aberystwyth has been identified);

Supporting the introduction and implementation of Regional Transport Plans;

Detailed feasibility studies of the options for rail improvements set out in the published Wales Rail Planning Assessment;

Supporting public transport networks and interchanges, including the use of new powers to improve the quality and planning of bus services;

Taking forward the Safe Routes in Communities scheme, to develop walking and cycling links in our communities, for example, to schools, shops, employment sites and other key facilities; and

Removing barriers which prevent access to the transport network particularly for the mobility impaired.

3.14 Encouraging sustainable travel is a core aim of the strategy, with non-motorised modes encouraged for short journeys and public transport for longer journeys. Key to this is access, integration and making better use of existing infrastructure. Providing infrastructure, education and promotion of alternative modes is a key action for increasing use of carbon efficient modes. Other actions include:

More frequent, higher capacity and better quality public transport services between key settlements all over Wales and some major centres in England.

Improving the reliability of the road system especially between key settlements.

Expanding the TrawsCymru long distance bus network and create improved interchanges.

Encouraging more frequent and better quality public transport services between key settlements and employment sites and their surrounding areas. For example services focusing on market towns in rural areas or travel to work areas for cities.

Developing community transport (including demand responsive transport services) to provide feeder services into the bus network or give direct access to key settlements and employment sites.

Improved journey times, by road and rail, between North and South Wales through Mid Wales

National Transport Plan (March 2010)

3.15 The National Transport Plan aims to integrate proposals for road, rail and public transport in order to enable people to travel more efficiently and sustainably. The plan operates in conjunction with Regional Transport Plans in delivering the Wales Transport Strategy. Achieving sustainable travel through non-motorised transport and public transport is seen as important in reducing carbon equivalent emissions.

3.16 Improving integration at interchanges is seen to be essential in fostering sustainable travel behaviour. The Plan sees making public transport easier to use as key in reducing the reliance on the private car and increasing sustainable travel choices. Furthermore, the integration of walking and cycling with public transport is seen to be important with the Plan outlining the


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requirement to improve interchanges and co-ordination across the bus and rail network and ensuring the integration of service provision. Facilitating multi-modal interchanges for public transport is viewed as a key priority in the National Transport Plan.

3.17 The Plan outlines the aim “to improve the quality and integration of local bus services”. It aims to reduce the variance seen nationally in the quality of services provided. The Plan emphasises the importance of community transport in providing transport for those with mobility needs and those who do not live in areas supported by conventional bus services. Improving the quality, integration, reliability, safety and punctuality of bus services is a core objective of the Plan.

3.18 In terms of rail service, the Plan aims “to improve the provision of, and access to, rail services, including improvements for disabled people and vulnerable users, by 2014”. This is seen to be central to encouraging greater levels of modal transfer. The Plan’s objectives are to:

Work with Network Rail and Arriva Trains Wales on delivery of the National Station Improvement Programme, by 2014;

Start to remove, on a priority basis, high steps between platforms and trains, particularly on rural stations, by 2011 (a pilot programme is in place in Aberdyfi, with a second pilot at Valley Station on Anglesey);

Refurbish and invest in rolling stock to improve the actual and perceived security, level of comfort and journey times on trains, by 2014; and

Improve the provision for cycles on new and existing trains and associated promotion of new services.

3.19 The Plan aims to improve access “to enable people to access key sites and services more sustainably, particularly where access is currently difficult”. It recognises that gaps exist in the transport network and that improving the long distance bus network has the potential to encourage great levels of modal shift. The Plan outlines a requirement to:

Maintain the commitment to free concessionary travel on local bus services for elderly and disabled people;

Publish plans to expand and improve the quality of the Traws Cambria long distance bus network, by 2011;

Help to deliver the recommendations of the review of non-emergency patient transport services; and

Target investment in the rail and trunk road networks in a way that supports Regional Transport Plans

3.20 The Plan aims to significantly increase the proportion of north-south journeys that are made by public transport. Road improvements on the A483 and the A470 are proposed to increase their efficiency and reduce congestion on both the north-south and east-west routes. The Cambrian Line provides the main east-west link in Mid Wales, running between Aberystwyth and Shrewsbury. Improvements on this line aim to increase the efficiency of the route and encourage people to use train travel to replace car journeys. The plan outlines the requirements to: a) Introduce daytime hourly services between Aberystwyth and Shrewsbury by 2011 and b) Re-evaluate the business case for introducing additional services on the Heart of Wales Line.


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3.21 The Welsh Government is currently ‘reviewing’ the National Transport Plan to reflect the priorities on the Manifesto of the incoming Government. The revised National Transport Plan is likely to be available in Autumn 2011 and the Passenger Transport Strategy may need to be amended to reflect any changes in Government policy or direction.

Wales Rail Planning Assessment

3.22 The Wales Rail Planning Assessment (WRPA) was produced jointly by the Welsh Government and the DfT in order to develop an understanding of the priorities for rail at the national scale over the forthcoming twenty years in relation to planning policy and strategy. It forms a link between rail planning and spatial planning, aiming to reflect the policies and priorities in the Wales Transport Strategy, Wales Spatial Plan and Regional Transport Plans. The aims of the WRPA are to:

Deliver the rail enhancements as part of the Wales Transport Strategy by forming a basis for planning local and regional rail services over the next twenty years, consistent with national rail policies and with other transport plans;

Ensure that plans for the railway reflect where appropriate the policies and priorities in the Wales Transport Strategy, Wales Spatial Plan, and Regional Transport Plans;

Inform input to future spatial planning for Wales which incorporates six areas within the country each with their own socio-economic hubs. These areas are crucial in terms of aligning social, economic and environmental goals and setting out a framework to guide future developments and policy interventions;

Provide demand based evidence to inform the content of the Secretary of State’s HLOS;

Provide information for Network Rail’s Route Utilisation Strategies (RUSs) and assist in the prioritisation of infrastructure projects, such as major renewals; and

Guide the development of the DfT’s and Welsh Government’s rail franchise specifications.

3.23 The document reiterates the National Transport Plan’s aim to enhance the frequency of trains in Central Wales, specifically providing an hourly service between Shrewsbury and Aberystwyth on the Cambrian Line. Furthermore, the WRPA sees the requirement to enhance the frequency and provide better quality rolling stock on the Heart of Wales Line.

3.24 Integration between other transport modes is deemed necessary for the success of rail, with the WRPA highlighting the importance of public transport access to rail stations particularly with regard to rural and coastal locations and at off-peak times where public transport frequencies are typically lower. The document provides scope for improvements at stations with regard to facilities, cleanliness, upkeep, comfort and staffing levels. Market research has deemed the aforementioned factors as important for customers overall experience, as well as integrated ticketing, enhanced interchanges and improved security on trains.

Wales Franchise

3.25 In 2004, Arriva Trains Wales was awarded a 15 year contract for the Wales and Borders rail franchise, subject to reviews after five and ten years. The responsibility of this franchise was passed from the Department for Transport to the Welsh Government in 2006. The Welsh Government is responsible for the financial and performance management of the franchise. The


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franchise includes all local and regional passenger services in Wales. Furthermore, the franchise extends to include the operation of all station in Wales and those served by the franchise in the Border counties. Station maintenance, heavy maintenance and renewal responsibilities remain with Network Rail, although the franchisee holds the duty for light maintenance and repainting.

3.26 The Franchise Agreement sets out a number of commitments relating to the future development of rail services within the franchise:

The operation of an integrated Wales and Borders franchise structured around the current level of service;

Introduction of seven Class 150 Diesel Multiple Units;

Introduction of 30 new integrated train/bus ticket schemes, providing many new opportunities for through journeys;

Improved bilingual access, including a Welsh language customer service phone line, timetables, information, and full bilingual signage and station announcements at stations where there are existing public address systems;

Introduction of the successful, customer focused Arriva 'Station Adopter' scheme;

Development of an integrated, clock face timetable, making train services much easier to use, as well as ensuring better performance and improved connections throughout Wales;

Expenditure of £400,000 to improve station car parks; and

A better compensation scheme for passengers.

Network Rail Route Utilisation Study

3.27 The Network Rail Route Utilisation Study (RUS) looks at the routes in Wales and their importance as transport links. The report states “In the TraCC area, an additional station is aspired to at Bow Street/Llandre, between Aberystwyth and Borth on the Cambrian Main Line section.”

3.28 Furthermore, Aberystwyth has been selected for the first phase of the National Stations Improvement Programme (NSIP+). The RUS highlights the importance of better working between both bus and rail public transport operators in order to achieve better national and local connectivity. This includes linking larger settlements not on the railway network by bus. Integrated ticketing and improved stations are seen to be key in facilitating rapid interchange between modes. Developing the TrawsCymru network is seen to be important to improving connectivity. This links in to the Welsh Government’s aim to support the development of sustainable travel towns across Wales.

3.29 Improving the rail infrastructure and rolling stock across Wales is essential with the upgrading of the Cambrian Line between Aberystwyth and Shrewsbury being highlighted as enabling an improved frequency (hourly). Addressing future growth in the Wales & Borders franchise is necessary, with growth anticipated between Shrewsbury and Birmingham, where services are partly provided through the franchise. The study suggests that consideration should be giving to the long-term growth of rail passenger travel in Wales.


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Local Development Plans

3.30 The Local Development Plans (LDPs) for Powys and Gwynedd are currently at very early stages. However, Ceredigion has recently untaken consultation on the deposit draft of the LDP.

3.31 Over the period of the LDP (from 2007 to 2022) the population in Ceredigion is projected to rise by around 7,400, and the number of households is projected to increase by around 5,610 over the same period.

3.32 The LDP for Ceredigion identifies the Urban Service Centres (USCs) as being the locations where a majority of growth opportunities should be focussed on. The centres are listed below.

Urban Service Centres

Aberaeron (Llwyncelyn);

Aberystwyth/ Llanbadarn Fawr/ Waunfawr/ Penparcau;

Cardigan;

Lampeter;

Llandysul;

Newcastle Emlyn (Adpar); and.

Tregaron

3.33 USCs serve the role of both a local centre for the basic range of services for settlements within their group, whilst also providing higher level services meeting the needs which cannot realistically be met within the rural settlements. The USCs therefore serve large geographic areas and are important passenger transport hubs.

3.34 The LDP lists 15 Rural Service Centres (RSCs) which are identified due to their relative size, range and quality of services and facilities. The strategy aims to concentrate rural development within these areas in order to strengthen their role in the network of settlements and allow rural communities to meet their own needs.

Rural Service Centres

Aberporth/Parcllyn;

Bow Street;

Cenarth;

Felinfach/ Ystrad Aeron;

Llanarth;

Llanilar;

Llanon;

Llanrhystud;

Llanybydder (Carmarthenshire);

New Quay;

Penrhyncoch;

Pontarfynach;

Pontrhydfendigaid;

Talybont; and

Y Borth.

3.35 Policy S02 (USCs) and Policy S03 (RSCs) of the LDP state that the localities should “provide for growth in other sectors including community, education, transport, recreation and leisure”.

3.36 The LDP outlines the following three schemes as part of Ceredigion’s ‘Transport Infrastructure Needs’:


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Rhydyfelin Park & Ride

Bow Street Railway Station and Parking

Dovey Junction Improvement Access Road

3.37 It is important, in the preparation of the LDP’s that there is a close collaboration between identifying sites for development – residential, employment and social and the existing passenger network or where current passenger transport accessibility is poor, how it could be improved.


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4 Recent and Current Projects / Initiatives4.1 The capital funding allocation for TraCC in 2010/11 was £3.014m. This enabled a number of

projects to be implemented and preliminary design and business case development to be undertaken on others. Of the total capital budget, just over 18% (£557K) was spent on passenger transport related projects in 2010/11. The budget allocation for passenger transport in 2011/12 accounts for 35% (£951K) of a reduced total of £2.680m.

Table 4.1 Passenger Transport Capital Projects 2010/11

Project Expenditure (£’000’s)Actual

Aberystwyth Passenger Transport Gateway 252

Brecon Bus Interchange 55

Knucklas Station Access Improvement 44

Meirionnydd Bus Infrastructure 26

Mobile Services Research Study 42

Community Transport Enhancement 98

Dolgellau, Dyfi Junction, Synod Inn Interchange Preliminary Design

40

TOTAL 557

4.2 In addition to the above TraCC funded the GRIP4 report on Aberystwyth Railway Station, required to secure NSIP+ funding. Network Rail funded the introduction of ERTMS signalling system on the Cambrian Main and Coastal Lines. Network Rail also completed passing loop extensions at Welshpool and Talerddig and an extra passing loop at Dyfi Junction. Arriva Trains Wales introduced the ‘Harrington Hump’ (a stepping height facility to raise the level of the platform) at Aberdyfi Station. There were also ticketing initiatives (two for one - Aberystwyth to Machynlleth Corridor) and promotional activity on the Cambrian Coast Line.

4.3 The current capital programme submitted and approved by the Welsh Government for 2011/12 is £2.680m and includes funding for the following passenger transport projects / proposals.

Table 4.2 Passenger Transport Capital Projects 2011/12

Project Allocation (£’000’s)Actual

Aberystwyth Passenger Gateway 400

Bwcabus Phase 2 260

Public Transport Interchanges 165

Rural Interchange 26

Rail Station Improvements 50

Scheme Preliminary Development 50

TOTAL 951Passenger Transport Strategy Hyder Consulting (UK) Limited-2212959

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4.4 Other potential funding that can assist passenger transport includes EU Convergence Funds (Ceredigion, Gwynedd), EU Competitiveness Funds (Powys), Interreg, TEN - T network, Rural Development Plan, Strategic Regeneration Area funding (Aberystwyth, Ystradgynlais) and Sustainable Travel Centre (Aberystwyth). There is also the NSIP and NSIP+ programmes and development related funding via Section 106 Agreement, and in the future possibly CIL.

4.5 There are a range of EU programmes for innovation and technology related to transport, for example STEER (efficient use of energy in transport) and Marco Polo (support for transfer of freight from road to sea, rail and inland waterways).

4.6 It is important, in order to ensure that the maximum benefits are achieved, that the full range of transport funding opportunities are explored. That schemes are developed, designed and programmed in the context of the region as a whole, rather than individually, in order that maximum benefit is realised for the community and region.


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5 Passenger Transport Strategy5.1 The Passenger Transport Strategy has been developed by taking into account the following:

National and regional transport policy;

The Spatial Plan, particularly the objectives for Central Wales;

The emerging LDP’s, particularly the land use policies;

The problems and opportunities identified in the RTP;

The findings of the Rail Utilisation, Interchange and Community Transport Reports;

The evaluation presented in the Interim Passenger Transport Report;

The NTP and RTP Monitoring Reports (March 2011 and May 2011 respectively);

Survey information from the Welsh Government and Passenger Focus;

The discussions at the TraCC Management Board, Policy and Programme Group and the Passenger Transport Group; and

The implementation of the 2010/11 capital programme and the proposals currently included in the 2011/12 programme.

5.2 It is essential that the strategy is realistic and achievable and is contained within appropriate funding levels. For example the Rail Utilisation Study identifies a funding requirement of nearly £70 million to bring all stations within the TraCC region (just one element of the report proposals) to acceptable standards. While this is an aspiration, the funding required is not available.

5.3 The strategy has identified three category levels for projects – High Priority (Year 1-2), Medium Priority (3-5 years) and longer term (beyond 5 years). It should be noted that business cases will need to be established and any projects will be subject to the ‘Stage Gate’ process.

Rail (Services and Facilities)

Context

5.4 There are three rail lines serving Mid Wales - the Cambrian Main, Cambrian Coast and the Heart of Wales. (See Figure 5-1). There are a total of 40 stations on the above lines (plus Blaenau Ffestiniog which is on the Conwy Valley line but within the TraCC region). Typically on a weekday there are some 40 services (one way journeys) providing in the main a two hourly service (significantly less on the Heart of Wales line). Sunday services on the Cambrian and Heart of Wales lines are minimal.


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Figure 5-1 Rail Network – Mid Wales

5.5 In 2009/2010 there were a total of 1,556,214 rail passenger journeys in the TraCC region within a range of station use from 299,770 using Aberystwyth to 106 using Sugar Loaf. Table 5.1 shows the 41 stations grouped by passenger numbers.

Table 5.1 Station Utilisation – TraCC Region

Stations Total Passengers

% of Total Patronage

Aberystwyth, Barmouth, Harlech, Machynlleth, Newtown, Tywyn, Welshpool, Penrhyndeudraeth, Borth (Station 1-9)

1,162,494

74.7%

Fairbourne, Llwyngwril, Caersws, Aberdovey, Knighton, Dyffryn Ardudwy, Talybont, Minffordd, Llanbedr, Builth Road, Llandrindod, Blaenau Ffestiniog (Station 10-21)

310,940

20.6%

Talsarnau, Llanwrtyd, Morfa Mawddach, Penhelig, Knucklas, Llandanwg, Llanaber, Llangammarch, Pensarn, Llanbister Road, Cilmeri, Dovey Junction, Llandecwyn, Tonfanau, Garth, Pen-y-Bont,

73,050

4.7%


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Dolau, Tygwyn, Llangynllo, Sugar Loaf (Station 22-41)TOTAL 1,556,214 100%

Source: Station Usage - Office of Rail Regulation, 2011

5.6 The TraCC Rail Utilisation Study undertaken in 2009 was a comprehensive report on the rail infrastructure and services. The detailed station audits recorded some 50 components under 5 broad headings – Access, Car Parking, the Station, Access between Platforms and Integration. These were then assessed against a checklist of requirements taking account of the objectives of the National Station Improvement Programme and the Secretary of State’s review document ‘Better Rail Stations’.

5.7 As well as station improvements and enhancement, consideration has also been given to bus / rail integration. The provision of effective bus links at key stations can extend the catchment of the station for those people who do not have access to a car and offer opportunities to use more sustainable modes for those that do. The nine most utilised stations were considered as the most important in terms of enhancing opportunities for bus / rail integration, due to their strategic location, level of demand and existing bus services.

5.8 The TraCC Rail Utilisation Study recommended the following:

A five year package of station enhancements for stations with highest levels of usage or where situated in the most strategic regional locations;

Completion of WelTAG transport appraisals for Bow Street and Carno new station proposals;

Improved integration (facilities) with existing bus services – progressed as part of the design of station enhancements (above); and

Identification of the costs and benefits of increased service frequencies on Cambrian Coast and Heart of Wales railway lines.

5.9 Four rail passenger strategy objectives have been identified:

R1 – Improve access to existing rail services

R2 – Increase the share of rail journeys on existing rail services as a mode of travel in Mid Wales

R3 – Improve rail service frequencies

R4 – Improve station facilities

5.10 The above objectives can be achieved through:

R1

A targeted and prioritised programme of a range of improvements to existing railway stations;

Better integration with local authority tendered and commercially operated bus services (including TrawsCymru and relevant CT services); and


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Building new stations where it is appropriate (and affordable) to do so.

R2

Making better use of existing infrastructure capacity / capability;

Effective marketing and promotion of rail services;

Raising awareness of travel choices;

Ensuring that rail is an accessible and affordable mode of travel;

Ensuring that rail is a reliable, high quality means of travel; and

Ensuring better integration between rail and other modes of public and private travel.

R3/R4

Working in partnership with the Welsh Government and rail industry to secure incremental improvements to service frequencies;

Working with the Welsh Government and rail industry to identify and fund infrastructure capacity improvements; and

Implementing the short term objectives of the Wales Rail Planning Assessment.

5.11 In order to improve rail services and facilities it is essential that there is a better understanding of the respective roles and responsibilities of:

The Welsh Government – Rail Unit

Network Rail

Arriva Trains Wales

TraCC

Local Authorities

In implementing improvements to the rail network, particularly with regard to facilities, it is beneficial to identify the responsibilities and roles of the various organisations (see Table 5.2). Improved Partnership working arrangements and collaboration on project delivery will assist in the development and delivery of improvements to the rail service and infrastructure.

Table 5.2 Responsibilities for Rail Infrastructure

Intervention / Action Lead Organisation(s) / Sponsor(s)New Stations Welsh Government / Arriva Trains Wales /

Network Rail

Improve disabled and other access issues on stations Network Rail / Arriva Trains Wales


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Intervention / Action Lead Organisation(s) / Sponsor(s)Improve vehicular and pedestrian access to stations Local authority / TraCC

Maintain and improve customer travel information on stations

Arriva Trains Wales

Maintain and improve directional signing to / from stations

Local authority / TraCC

Maintain and improve safety and security on stations Arriva Trains Wales / Network Rail / British Transport Police

Maintain and improve cleanliness on stations Arriva Trains Wales / Network Rail

As identified above the main responsibility for ‘on-station’ improvements is the train operating company. TraCC is keen to support and to undertake complementary improvements with regard to external access and signing.

5.12 The National Station Improvement Programme (NSIP) was launched in 2007 by the Department for Transport. The primary objective of NSIP was to bring about a noticeable and lasting improvement to the environment at stations for the benefit of passenger security, access, the overall station environment and information provision. NSIP is managed by Network Rail and delivered regionally. The Wales and the Border region is managed by a devolved Programme Board consisting of Network Rail, Arriva Trains Wales, the Welsh Government and a Local Development Group. The Network Rail – Strategic Business Plan update document on NSIP (April 2008) identified 33 stations in Wales that would be eligible for inclusion - of these only two were in the TraCC region:

Aberystwyth

Welshpool

5.13 The Welsh Government, has further developed, in partnership with Network Rail and Arriva Trains Wales – the Wales Enhanced Station Improvement Programme – NSIP+. The programme will deliver additional enhancements to stations which are within the EU Convergence Area. The main objectives are to increase the number of passenger kilometres by rail and to improve the interchange with other transport modes.

5.14 An interim report (March 2011) considered the findings of the rail report and undertook further evaluation (Red, Amber, Green – RAG Matrix) in order to establish priorities. The RAG Matrix included six main headings and 20 sub headings. In addition account was taken of Welsh Government Guidance with regard to NSIP+. The guidance identifies a range of criteria.

Make improvements to the overall customer environment;

Make improvements to personal security and the perception of security;

Make improvements to station access and egress;

Make improvements to customer information provision;

Ensure stations are fully accessible and facilitate wheelchair access to trains;

Make links to investment in the Strategic Regeneration Areas;

Make links to park & ride provision;


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Make improvements to customer waiting facilities;

Make improvements to the interchange with other modes (including walking and cycling);

Achieve excellence in design standard;

Ensure harmony with the built environment; and

Embed sustainable development as a design solution.

5.15 The stations in the TraCC area that are eligible for NSIP+ are:

Cambrian Main Line – Dyfi Junction to Aberystwyth

Cambrian Coast Line – Dyfi Junction to Minffordd

While the original NSIP programme covered all three local authorities in the TraCC region, NSIP+ only covers Ceredigion and Gwynedd (EU Convergence Area) ie. only 24 of the 41 stations in the TraCC region.

5.16 The TraCC RTP Monitoring Report has indicated a relatively high level of satisfaction, with the rail service, by current users. This means that there could be opportunities for increasing and retaining new patronage. When an analysis is made of journey purpose Figure 3-2 of the Monitoring Report shows that work journeys are very low (12%) of total journeys. Similarly, type of ticket sold (Table 9.6) shows season tickets at 1% for the TraCC region against a figure of 22% for Wales. This would tend to emphasise that the frequency of services is not appropriate for daily train commuting. With regard to the Heart of Wales line the current frequency and timing of services means that it is not possible for a meaningful return journey to destinations such as Manchester, Liverpool or London to be made.

5.17 Progress is being made with regard to improvements at Machynlleth Station. A possible scheme, which includes a lift bridge between the car park / westbound and the eastbound platforms is being considered. The Welsh Government, Network Rail and Arriva Trains Wales have submitted a proposal for funding to the DfT under the Medium Access Fund. A very preliminary estimate of the cost is £1,436K (construction) and £95K (possession/compensation costs). These costs exclude contingency, detailed design and project management.

5.18 The DfT contribution could be up to 66.7% with a cap at £1m per scheme. TraCC has given its ‘in-principle’ support to the proposal, but any formal commitment will be dependent upon the formal grant offer from the Welsh Government and TraCC Board decisions on the allocation of future regional transport consortia grant funding.

5.19 Barmouth has also been identified for general station enhancement – improved seating, signage, and an overall upgrade to the station presentation. The station is within the EU Convergence area and the WEFO allocation for the project currently stands at £100,000.

5.20 TraCC considers, in line with stated Welsh Government Policy, that an hourly service (ideally clock face) should be introduced on the Cambrian Main Line between Aberystwyth and Shrewsbury. The ERTMS signalling system has been introduced on the line and new or extended passing loops constructed. An hourly service is considered one of TraCC’s highest passenger priorities. Improved service frequencies on the Heart of Wales line could encourage greater use of the line for shopping and social trips to Shrewsbury and Swansea, the opportunity to travel by train to Llandrindod Wells, an important conference / meeting venue and


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to visit the Royal Welsh Showground at Llanelwedd, which is increasingly becoming an all year venue for a range of events.

5.21 With regard to rail funding, while Network Rail and Arriva Trains are the key organisations, funding could be available from the Welsh Government – transport, sustainability and economic regeneration grants, from local authority resources and the European (including TEN-T Rail). The future maintenance costs of the implementation of NSIP+ will be the responsibility of Arriva Trains Wales the current station operator.

5.22 Table 5.1 has identified three categories of station by usage. It is TraCC’s aim that all stations within Category 1 have modern and user friendly facilities. Aberystwyth is currently subject to NSIP+ improvements plus extensive complementary external work (Aberystwyth Gateway). The next priorities for improving stations in the TraCC region are Machynlleth, Newtown and Welshpool - 2012/13 to 2013/14. With the remaining Category 1 stations in the 2014/15 – 2016/17 period.

Station Improvements

2012/13 to 2013/14 Machynlleth, Newtown, Welshphool

2014/15 to 2016/17 Barmouth, Tywyn, Borth, Penrhyndeudraeth, Harlech

There are also certain Category 2 stations that because of their location or interchange potential should be included in the second tranche of work.

New Stations5.23 Proposals have been put forward for new stations at Carno and Bow Street, both on the

Cambrian main line. The stations have been subject to a WelTAG Stage 1+ / 2 assessment. The WelTAG process aims to demonstrate how well a transport project performs against a set of criteria. In order to compete for public sector resources, transport proposals need to demonstrate that they:

Make a positive contribution to the objectives for transport and hence the wider policy objectives for Wales;

Provide good value for money;

Provide overall economic, social and environmental benefits to society; and

Maximise benefits and minimise impacts

5.24 With regard to Carno Station two site options were considered –the former Laura Ashley site and a site accessed from Dol Llin Ffordd. The latter site was preferred as it had a more suitable track alignment, would require less signalling and not incur significant land purchase costs. An enhanced bus option was also considered.

5.25 The WelTAG report estimates the cost of Carno Station with 20 parking spaces at £1.7m. This figure includes a 50% optimism bias in line with GRIP 4 format. The operational cost of running a Category F station (Network Rail categorisation) is approximately £35,000 per annum at 2010 prices. The estimated revenue is £43,500 per annum (at 2002 equivalent prices) based on 13,900 passengers and a two hourly service. However, this figure includes 7,500 abstracted trips (5,800 from Caersws and 1,700 from Machynlleth). It is estimated that increasing the frequency to hourly could result in a 14% increase in passenger numbers to 15,800 annual trips.


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5.26 The WelTAG appraisal includes an economic analysis. With regard to Carno Station (assuming no loss of through passengers) for a two hourly service the Net Present Value (NPV) is £243,510 indicating that the benefits are slightly higher than the costs. The overall Benefit Cost Ratio (BCR) is 1.15. The corresponding figures for an hourly service are NPV £486,342 and BCR of 1.29.

5.27 The Rail Utilisation Study also considered station options in the vicinity of Llandre and Bow Street. Bow Street was the preferred option as being better located to capture traffic into Aberystwyth from the A487 as well as the local area. There is potential to operate as a park and ride to serve Aberystwyth and is close to existing bus links. The proposed site is at the southern end of Bow Street adjacent to the Build Centre.

5.28 The WelTAG report estimates the cost of Bow Street Station with 44 parking spaces at £1.5m (station +100 parking spaces - £1.98m). These figures include a 50% optimism bias in line with GRIP 4 format. The operational cost of running a Category F station (Network Rail Categorisation) is approximately £35,000 per annum. The estimated revenue is £95,600 per annum (at 2002 equivalent prices) based on 37,800 passengers for a two hourly service, which would make it the 13th busiest station in the TraCC region. This figure includes 6,500 abstracted trips (5,900 from Aberystwyth, 600 from Borth). It is estimated that increasing the frequency to hourly could result in a 21% increase in passenger numbers to 45,100 annual trips.

5.29 The WelTAG appraisal includes an economic analysis. With regard to Bow Street Station (assuming no loss of passengers) for a two hourly service the Net Present Value (NPV) is £2,552,920 indicating that the benefits are higher than the costs. The overall Benefit Cost Ratio (BCR) is 2.18. The corresponding figures for an hourly service are NPV £3,272,579 and a BCR of 2.22.

5.30 WebTAG guidance on rail appraisal classifies business cases as Low (>1-1.5), Medium (>1.5-2) and High (>2). This would indicate that the Carno Business Case is Low and Bow Street – High. It is estimated that Bow Street Station could remove approximately 743,000 vehicle kilometres from the road network in 2016. The corresponding figure for Carno is 108,000 vehicle kilometres.

5.31 The two stations were subjected to a range of sensitivity tests relating to patronage levels, catchment areas, construction costs and levels of abstraction. The sensitivity tests produced BCR’s for Carno Station of between 0.21 and 0.72 and for Bow Street between 1.30 and 2.32.

5.32 The WelTAG appraisal also includes a wide range of other factors in its assessment – environmental, sustainability, social and an evaluation against Transport Planning Objectives. The WelTAG Summary Tables from the Capita Symonds report are produced in Table 5.3 (Carno) and Table 5.4 (Bow Street).

5.33 At informal discussions (September 2010 and March 2011) held with Arriva Trains Wales and Network Rail a number of issues concerning the proposed stations were raised:

Network Rail was currently reluctant to support any proposed new stations on the Cambrian Mainline due to capacity and timetabling issues associated with an hourly service;

ATW noted many of the long distance journeys are cross-boundary and therefore some of the revenue benefit is outside Wales and ATW franchise area;

New stations may impact on existing ‘through’ passengers as a delay is imposed by the additional stops. Time savings could offset this impact but they would need to be in the same sector as the stations to maintain connections / passing places;


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ATW currently operate 6 car formations on certain trains in the summer to bring a spare set into the Cambrian coast. Further investigation would be required to identify whether this has an impact on Carno Station platform length;

Whilst the proposed hourly timetable will encourage trip growth this may not be realised if there is no additional train capacity (eg. 2-car hourly service replaces current 4-car 2 hourly service);

The Cambrian hourly service will not be operated until ERTMS is up and running and will need to be proven in day to day operation;

Table 5.3 WelTAG Summary Table (Carno)

Criteria Significance

Inc. Lost Passengers

Two-hourly Hourly

Welsh Impact Areas

Economy

Transport Economic Efficiency Moderate adverse Slight adverse

EALI Slight adverse Slight beneficial

Environmental / Sustainability

Noise Slight adverse Slight adverse

Local Air Quality Slight adverse Slight adverse

Greenhouse Gas Emissions Slight beneficial Slight beneficial

Landscape and Townscape Neutral Neutral

Biodiversity Slight adverse Slight adverse

Heritage Neutral Neutral

Water Environment Slight adverse Slight adverse

Soil Slight adverse Slight adverse

Social

Transport Safety Slight beneficial Slight beneficial

Personal Security Moderate beneficial Moderate beneficial

Permeability Slight beneficial Slight beneficial

Physical Fitness Slight beneficial Slight beneficial

Social Inclusion Moderate beneficial Moderate beneficial

Equality, Diversity and Human Rights Slight beneficial Slight beneficial

Transport Planning Objectives

TPO1 Improve the quality and integration of public transport system including the role of community transport

Slight beneficial Moderate beneficial


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TPO2 Maintain and improve the existing transport infrastructure (road and rail)

Slight beneficial Slight beneficial

TPO3 Deliver a co-ordinated and integrated travel and transport network through effective partnership working


TPO4 Reduce journey times and increase railway line speeds

Slight adverse Slight adverse

TPO5 Increase railway service frequencies Slight adverse Slight adverse

TPO6 Increase railway line utilisation for the movement of freight (freight tonnage)

Neutral Neutral

TPO7 Improve the strategic importance and connection of railway lines with key surrounding transport networks


Table 5.4 WelTAG Summary Table (Bow Street)

Criteria Significance

Bow Street

Two-hourly Hourly

Welsh Impact Areas

Economy

Transport Economic Efficiency Moderate beneficial Moderate beneficial

EALI Slight beneficial Moderate beneficial

Environmental / Sustainability

Noise Slight adverse Slight adverse

Local Air Quality Slight adverse Slight adverse

Greenhouse Gas Emissions Slight beneficial Slight beneficial

Landscape and Townscape Neutral Slight adverse

Biodiversity Slight adverse Slight adverse

Heritage Neutral Neutral

Water Environment Neutral Slight adverse

Soil Neutral Slight adverse

Social

Transport Safety Slight beneficial Slight beneficial

Personal Security Moderate beneficial Moderate beneficial

Permeability Slight beneficial Moderate beneficial

Physical Fitness Slight beneficial Slight beneficial

Social Inclusion Moderate beneficial Moderate beneficial

Equality, Diversity and Human Rights Slight beneficial Slight beneficial

Transport Planning Objectives


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TPO1 Improve the quality and integration of public transport system including the role of community transport


TPO2 Maintain and improve the existing transport infrastructure (road and rail)


TPO3 Deliver a co-ordinated and integrated travel and transport network through effective partnership working


TPO4 Reduce journey times and increase railway line speeds

Slight adverse Slight adverse

TPO5 Increase railway service frequencies Slight adverse Slight adverse

TPO6 Increase railway line utilisation for the movement of freight (freight tonnage)

Neutral Natural

TPO7 Improve the strategic importance and connection of railway lines with key surrounding transport networks


ATW need to be confident that the hourly timetable operates robustly and would not wish to consider calling at additional stations unless timesaving were provided to offset the additional running time. Otherwise this would impact on the operational reliability and connections as well as potentially reduce competiveness of the service compared to road travel;

Investment in Caersws Station might be better value for money than a new station at Carno. Parking is a problem; there is a lack of lighting, poor surfacing (often flooded) and lack of capacity, the station platform could also be improved. The possibility of improving interchange with bus services could be further investigated, if this option was pursued;

Bow Street is very close to Aberystwyth and a bus based alternative, with lower operating costs, might be a viable alternative albeit may be less attractive to existing car users;

Average fares were discussed with ATW and values in the economic assessment were adjusted to reflect additional data available to ATW. It was suggested in particular that the Bow Street average fare was too high due to the proximity to Aberystwyth and the number of short journeys into the city. Station operating cost assumptions were also reviewed.

5.34 The TraCC Board on 25th May approved the submission of the final WelTAG report on Carno and Bow Street Stations to the Welsh Government. The cost of the two stations is in the order of £3.2m. The funding and responsibility for procurement will be subject to future discussion, but implementation that requires any contribution from the TraCC capital programme, is likely to be beyond the next five year programme, given the current funding levels.

5.35 A WelTAG appraisal for the Heart of Wales line was completed in February 2010. It considered the business case for a 5th train - Monday to Saturday and an improved Sunday service. The appraisal has indicated that the proposals have significant social benefit, at minimal environment cost / impact and meets a long term aspiration for train services at more accessible times for those living in Mid Wales. The current infrastructure could accommodate increase service frequency (a 2 hour frequency would require additional capital costs). The WelTAG report has been sent to the Welsh Government.

Summary – Rail Services and Facilities


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Hourly Service on Cambrian Main Line

Station Improvements (First Tranche) – Aberystwyth, Machynlleth, Newtown and Welshpool

Station Improvements (Second Tranche) – remaining Category 1 stations, plus those from Category 2 which have a strategic or interchange potential

Ongoing improvements by rail operator (shelter replacement, localised raised platforms – ‘Harrington Hump’, lighting enhancement, passenger information, DDA compliant measures) for remaining Category 2 and 3 stations

Additional Services on Cambrian Coast Line

Additional Services on the Heart of Wales Line in line with WelTAG business case


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Bus (Services and Facilities)5.36 There are a large number of bus operators in Mid Wales, for example the Powys bus timetable

lists some 25 operators. The main operator in the area is Arriva, with Richards Bros operating a lesser network in the south of Ceredigion. At present the continuing extent of the Veolia network is uncertain. Services range from inter town services (mostly 2 hourly), local town services - to services which only operate once per day or on only particular day(s) per week. Sunday and evening services are very restricted.

5.37 In addition to the basic local bus network there are the TrawsCymru Regional Services and an important network of community transport services.

5.38 Seven bus passenger strategy objectives have been identified:

B1 Define and implement a level of service regional / local and frequency, appropriate for the different size of settlements

B2 Increase the modal share of bus passenger journeys on the existing bus network

B3 Develop Bus Quality Partnerships on key routes where appropriate

B4 Provide and maintain bus stops and other bus related infrastructure to consistent quality and standard across the region

B5 Improve connectivity between the different types of bus service (TrawsCymru, local bus services, including DRT and community transport) and with the rail network

B6 Improve bus passengers information – real time information and ticketing (multi modal smart cards)

B7 Ensure all new residential, employment or public facilities can be appropriately serviced by public transport, either existing, new or enhanced services.

TrawsCymru5.39 The TrawsCambria bus network was set up some 40 years ago, in the 1970’s, with a basic

Cardiff to Bangor via Aberystwyth service (recently ‘rebranded’ as TrawsCymru). In the last few years the importance of connecting the various regions in Wales, of integrating public transport and offering a choice of modes has been recognised. The National Transport Plan for Wales document clearly recognises the key importance that good quality, attractive and affordable public transport services can play in better linking up the different regions of Wales. (See Figure 5-2).


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Figure 5-2 TrawsCymru Network

5.40 In 2009/10 the TrawsCymru network carried over half a million passengers. The Welsh Government currently supports five TrawsCymru services – all of them are either within Mid Wales or link Mid Wales to other regions.

Service X32 Bangor – Aberystwyth

Service X40 Aberystwyth – Carmarthen (with certain journeys to Swansea and Cardiff). (now T1).

Service X50 / 550 Aberystwyth – Aberaeron – Cardigan

Service X94 Wrexham – Barmouth

Service 704 Newtown – Brecon (with connections to Cardiff and Abergavenny) (now T4)

5.41 In 2010 the Welsh Government undertook a review of the TrawsCymru network and considered a range of potential improvements:


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Reduce journey times between key centres by public transport

Better connections between TrawsCymru services and the rail network in Wales

Potential new services to provide a wider range of choice when travelling between key centres across Wales

The introduction of new more comfortable coach style vehicles which are better suited to longer distance services

Improved “on board” facilities for passengers

Improved ticketing and fare options

Rebranding of the service to include a recognisable name

5.42 The Welsh Government consulted on the review in the Autumn 2010, and a summary of the responses are shown below:

55% of people stated that they are either satisfied or very satisfied with the existing TrawsCymru services;

70% of people stated that they would support the introduction of more limited stop faster express services between main centres;

56% of people stated that they would prefer to travel on single deck low floor buses with coach style interiors when making journeys on the TrawsCymru network;

Just over 50% of people stated that they would be happy to travel for two hours in between refreshment breaks; and

People indicated that the provision of good access to toilet facilities and extra legroom between seats on board the buses were the two most important improvements they would like to see introduced. The provision of extra luggage space on board the buses was also ranked as important.

5.43 Following the review the services are to be rebranded ‘TrawsCymru’, new vehicles are being purchased and other initiatives are planned to be implemented from March 2012. Two TrawsCymru routes have been identified for a comprehensive package of improvements.

Service T1 (formerly X40) Aberystwyth – Aberaeron – Lampeter – Carmarthen

Service T4 (formerly 704) Newtown – Llandrindod Wells – Builth Wells – Brecon – Merthyr Tydfil - Cardiff

On Service T1 the following is proposed:

A standard hourly service, where practicable, at all key points along the route;

Better connections with other services including rail services at Carmarthen and Aberystwyth and with other longer distance bus services;


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Integration with the proposed expanded Bwcabus project at Felinfach, Lampeter and Llanybydder;

Reduced travel times by improved route development in consultation with local communities;

Improved passenger interchange facilities at Carmarthen and Aberystwyth; and

The introduction of a dedicated fleet of six new low floor buses, equipped with coach style seating, improved luggage space, audio visual customer information and other journey enhancing features.

With regard to Service T4 the following is proposed:

Introduction of a new extended service operating (once every two hours) in each direction between Merthyr Tydfil Interchange and Newtown offering enhanced connections by bus and rail to and from Cardiff and Pontypridd;

Improved connections at Brecon to other bus service links to Abergavenny, Swansea and Llandovery;

Improved passenger interchange facilities at Newtown and Llandrindod Wells rail stations; and

Introduction of a dedicated fleet of six new low floor buses, equipped with coach style seating, improved luggage space, audio visual customer information and other journey enhancing features.

5.44 The investment in the TrawsCymru network will be protected by a Quality Partnership Scheme (QPS) for each corridor. The QPS is a statutory scheme under the Transport Act 2000. Powers to create QPS lie with the local authority with the Welsh Government playing a facilitating role. Once a QPS has been made, any operator is able to join if they meet the minimum prescribed quality standards.

5.45 It is envisaged that the QPS for each corridor will include ‘minimum quality standards’ for:

Vehicle standards including accessibility, ‘environmental performance’ and age;

Timetable: hours of operation, frequency and ‘headway’ between journeys (services);

Infrastructure provision;

Marketing, publicity and use of the brand;

Driver training and other ‘turn out’ issues; and

Fares and ticketing standards

5.46 TraCC acknowledges and supports the investment by the Welsh Government in instigating and developing the TrawsCymru regional network. It is an important element of the Mid Wales passenger transport network and TraCC is keen to see it developed further with regard to new routes, increased service frequencies, improved linkages to other services (bus, rail and community transport), improved interchanges, better bus stop facilities and importantly real time passenger information.


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5.47 Following the introduction of improved service frequencies (March 2012) on T1 and T4, TraCC supports the introduction of improved service frequencies on the other three TrawsCymru routes and consideration to the extension of T4 to Welshpool and Wrexham and new routes across Mid Wales. For example: Aberystwyth to Haverfordwest (via Cardigan, Fishguard), Dolgellau to Carmarthen (via Llanidloes, Rhayader, Builth Wells, Llandovery) and Cardigan to Hereford (via Llandovery, Brecon). It could be that the proposed route to Carmarthen is redirected via Ystradgynlais to Swansea, thus providing all the key towns in Mid Wales (identified in the Spatial Plan) with quality public transport links.

5.48 The development of the TrawsCymru Network will allow in some cases a rationalisation of existing services thus ensuring that the investment in a regional network is maximised.

Local Bus Network

5.49 There is a comprehensive network of bus services throughout the TraCC region – including inter urban, local town services and infrequent rural services to small communities – the majority are not commercially operated but supported by the local authorities. There is continuing pressure on budgets which is making it increasingly difficult to even maintain a basic level of service.

5.50 Providing and improving rural accessibility by public transport is very challenging – small scattered and isolated communities are not conducive to regular bus services and even the main towns in the TraCC region are relatively small. There is no ‘one size fits all’ solution.

5.51 It is proposed to establish a set of benchmarks for service provision for different size of communities. The benchmarks are only guidelines and there will be instances where particular land uses, distances or operational considerations mean that there could be variances, but it provides an indication of appropriate service levels and assists with assessing value for money.

Table 5.5 Bus Services – Minimum Service Levels

Population Type of Service Minimum Service Frequency

5000+ TrawsCymru

Local Services (servicing catchment area)

Town Service

Hourly

2000 – 5000 Local service to nearest main town Two hourly

500-2000 Local Service to nearest main town / Community Transport

Two return journeys per day – one related to work trips one related to shopping / health / social

Under 500 Community Transport and Demand Response Transport

Demand Responsive Transport plus certain timetabled journeys

NB. It is important to note that there is a demand for door to door transport for those not able to use conventional public transport regardless of size of settlement.

The above are minimum service levels, there will of course, be small communities which are on regional or other inter urban routes that would benefit from a service above the minimum level.

5.52 The communities with 5000+ and 2000 – 5000 population are listed in Table 5.6 and shown on Figure 5-3. It is proposed that in the seven towns with a population in excess of 5000 there should be a town bus service which provides 90% of the residential, employment and important


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general public attractions with an hourly bus service within 400 metres. Also, the surrounding communities (in the 2000-5000 size) which form part of the natural catchment area should have as a minimum a two hourly service to the main town.


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Table 5.6 Community Categories

5000+ 2000-5000

Aberystwyth Aberaeron Knighton

Brecon Aberporth Lampeter

Cardigan Bala Llanidloes

Llandrindod Wells Barmouth Machynlleth

Newtown Blaenau Ffestiniog Penrhyndeudraeth

Welshpool Builth Wells Presteigne

Ystradgynlais Caersws Tywyn

Dolgellau

Figure 5-3 Community Categories


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5.53 As well as identifying minimum service levels for each community, the role of spine routes and feeder services are also very important. TraCC is supportive of the concept successfully being developed by Bwcabus and is keen to encourage integration between east/west and north/south routes, community transport, inter urban services and improved links to rail stations.

5.54 It is also important that the Passenger Transport Strategy reflects the land use policies in the emerging LDP’s. All new residential allocations or planning applications (over 20 dwellings) should either be located within 400 metres of an existing bus route or measures taken to provide or amend a service. Similarly, any development that is likely to attract the general public or significant employment should be located where public transport can serve the site – existing, amended or new services.

5.55 For the smaller communities (500-2000) there should be a minimum of two return journeys per day – one geared to normal work times and the other to mid morning / mid afternoon. The role of community transport for communities under 500 people is discussed later in this section. However, it should be emphasised, as stated above, that community transport’s role is not restricted to small rural communities, there is a significant demand for door to door (or even room to room services) in all sizes of settlements, especially for health and social related trips.

Bwcabus

5.56 Bwcabus is an innovative demand responsive fully accessible local bus service operating in the Teifi Valley, which includes five wards in Ceredigion. It was launched in August 2009 and operates from 7.00am to 7.00pm Monday to Saturday. The service is tailored to the needs of the passenger by operating in response to pre-booked journey requests.

5.57 The core objectives of Bwcabus are to:

Provide increased rural accessibility to healthcare, education and life-long learning, employment, shopping and leisure facilities and visitor attractions;

Address unmet user needs through increased rural public transport network coverage, frequency, flexibility and integration;

Integrate a demand responsive, low capacity, feeder service to fixed timetable conventional bus and train services;

Promote greater use of more sustainable forms of travel and thereby reverse the long term decline of rural bus use;

Achieve behavioural change by making public transport more attractive to car users;

Help sustain rural communities and reduce inequalities;

Combine the latest technologies (ITS, GPS, scheduling software etc) to achieve a more effective and efficient integrated rural public transport network; and

Support the policies of the Welsh Government and the objectives of the TraCC Regional Transport Plan.

5.58 Bwcabus uses the latest technology to provide a flexible local public transport. The system developed by the University of Glamorgan is designed to provide the local communities with a


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local bus service which takes people directly to local villages and the main bus route, (service 460, which links Cardigan and Carmarthen) thus enabling people to travel further afield.

5.59 The initial Bwcabus scheme received £500K from the EU’s Convergence Regional Development Fund. Since its inception, patronage has continually grown to some 12,750 journeys per annum (initial estimate was 9,300 per annum), plus there has been a 40% increase in passengers on the main 460 service. Bwcabus has won two awards - the ‘Most Innovative Transport Project’ category at the UK National Transport Awards and the ‘Best Partnership’ category (CILT Cymru).

5.60 The main findings from a review / feasibility report were that there was a strong case for extending the existing Bwcabus to a wider geographical area. The Deputy First Minster announced in February 2011 additional funding of up to £800K in total over the next four years, to support the expansion of Bwcabus. The expansion of Bwcabus will enable passengers to access TrawsCymru core routes X40 (T1) and X50, from an enlarged area covering parts of Carmarthenshire and Ceredigion. The existing Bwcabus zone covers the Teifi Valley area running along the A484 corridor surrounding Newcastle Emlyn and Llandysul. The proposed extension is to the north and east of the existing area, along the A485/A482 corridors.

5.61 The enlarged Bwcabus operating area will improve connectivity with the strategic public transport routes such as the proposed TrawsCymru service improvements and thereby enhance the North – South, East – West travel opportunities for users to connect into any combination of the 460, T1 and X50/550 services. This will lead to significant improvements in rural accessibility including access to employment, education and training opportunities in key locations such as Carmarthen, Cardigan, Lampeter, Aberaeron and Aberystwyth. Bwcabus also aims to improve access to local health care facilities.

5.62 The enlarged Bwcabus zone will be treated as one continuous operating area, rather than two distinct areas. This will increase the travel opportunities available and the destinations accessible for a large area of rural Carmarthenshire and Ceredigion. It also allows a greater degree of operational flexibility to move buses around as demand dictates.

5.63 As well as connecting to the main services - 460, T1, X50/550, the Bwcabus service will allow flexibility in how the provision of services to certain destinations will be provided and planned for in future years. Existing rural services (T45, 581, 582 and 586) will be replaced by Bwcabus as well as possibly services 551 and 554, which are supported by Ceredigion County Council. The development of Bwcabus may enable a further supported service review to be undertaken in the future.

5.64 The location of interchange hubs are particularly important. In the original Bwcabus there were nine interchange hubs – a further six have been identified for Bwcabus 2– Llanybydder, Lampeter, Felin Fach, Ciliau Aeron, Llangeithio and Synod Inn.

5.65 The extension of Bwcabus will require two additional buses. The slimline short wheel base Optare Solo buses have proved very popular with both drivers and passengers. In addition certain infrastructure work will be required, particularly at interchange hubs.

5.66 The implications of the investment in TrawsCymru and Bwcabus are reflected in the programme detailed in Section 6.

5.67 The recent Welsh Government Bus Passenger Survey included a section on bus stop facilities – eight elements were identified and for seven of them TraCC was below the All Wales level with regard to availability. The facilities covered included: shelter, seating, timetable, fare information, route map, lighting, mobile phone code (for info) and real time information.


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5.68 TraCC has identified a range of priorities for bringing bus stop facilities up to an acceptable quality.

TrawsCymru routes T1, T4 (QBP)

Other TrawsCymru Routes

Interchange points between services including community transport feeder services and Bwcabus

Rural hubs

Town routes

Other ‘popular’ stops or particularly exposed locations

In order to address the above a rolling programme of funding has been identified (see Section 6).

Passenger Information and Facilities

5.69 While the level of satisfaction with rail and bus services is generally good (see Table 5.7). The two most common themes with regard to improvements are the need for Real Time Passenger Information and improved ticketing – multi operator smart travel cards.

Table 5.7 Satisfaction Results – Bus/Rail

Powys Ceredigion Meirionnydd

Bus Rail Bus Rail Bus Rail

Excellent/Good 62.8% 59.1% 67.5% 43.9% 63.3% 62.7%

Average 19.1% 29.0% 16.9% 33.1% 26.8% 32.5%

Poor/Very Poor 18.1% 11.9% 15.6% 23.0% 9.9% 4.8%

5.70 TraCC is giving a high priority to the provision of real time passenger information as this is seen as very important in a rural area where bus frequencies are typically hourly or two hourly and there is a desire to improve connectivity between services – particularly main route and feeder services. It is also important with regard to rural railway stations. All public phones on the Heart of Wales rural stations have been removed and in many areas mobile phone coverage is poor or non-existent. Communication for the travelling public is important – a display which shows a train has been cancelled or is running late can affect travel arrangements that need to be communicated to other parties. The issue needs to be addressed by the rail operator.

5.71 TraCC established a Task and Finish Group to consider the most appropriate system for the TraCC region – shelter based, bus stop based, mobile phone link etc.

5.72 Real time bus passenger information systems have been provided across the UK now for over fifteen years. Several companies are currently offering to supply, install and run real time information systems for local authorities and bus operators. The benefits of using the technology include:

Provision of accurate and actual arrival / departure time information to passengers either waiting at a bus stop / interchange or intending to travel;

Provision of information more readily on operational delays effecting services to passengers either waiting at a bus stop / interchange or intending to travel;


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Accurate real time vehicle positioning and other operational information to bus operators; and

Provide a wealth of other strategic operational information to local authorities in terms of the operation and efficiency of the bus network.

5.73 A UK Real Time Passenger Information Group (RTPIG) was established in 2004, consisting of representatives from the UK Government, major bus groups and local authorities. This body has prepared a number of reports and recommendations for local authorities and other organisations considering setting up new real time information systems.

5.74 Real time bus passenger information systems can involve all or some of the following typical components:

A centralised operating system which would consist of specialised software which is used to process information on the geographical location of vehicles, comparing this to scheduled timetable and predicting actual arrival times at bus stops / key hubs. This software is typically housed in a hosted server environment;

‘On Vehicle’ tracking equipment enabling information on the accurate position of the vehicle along with other key operational information to be relayed via a GPRS satellite link to the centralised operating system;

‘On Vehicle’ information units for passengers, informing passengers on the name of each stop, actual arrival time at key destinations and other real time network information;

Static ‘On Street’ information units at bus stops and key interchanges relaying real time information and other operational information for passengers. Increasingly these displays can be used to provide a wider range of information and functions; and

‘Remote’ information for passengers at other locations such as through web sites, mobile phones and other remote ‘off route’ screens.

5.75 The functionally of any system and the ability to stream real time data to offer linked applications is considered key to the success of any future system. It is considered key that both rail and bus real time information is provided simultaneously as part of any future proposal. It is likely that Traveline Cymru could play a key role in terms of both the development and management of any real time passenger information system. RTI also has the potential to more effectively market public transport services.

5.76 The type of equipment likely to be required includes:

a web based remote server with workstations

on broad vehicle equipment

on board vehicle display screens

on street / bus station information units

Plus ongoing maintenance and support charges

5.77 While a number of sites would benefit there is a need to prioritise. TraCC has identified the following priorities for the installation of real time information:


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Bus Stations in TraCC’s eight largest towns

TrawsCymru Interchange points – eg. Aberaeron, Brecon, Lampeter

Bus / Rail Interchange points – eg. Aberystwyth, Llandrindod Wells, Machynlleth

Rural Hubs (as defined in LDP Policies)

Communities (over 500) on TrawsCymru Route

5.78 Where new or redeveloped bus stations are proposed eg. Dolgellau, Newtown then real time passenger information would be a component part of the main scheme.

5.79 The Task and Finish Group considers that the main focus of any proposed future system should be on the provision of accurate real time bus information via mobile devices. This would have the advantages of:

Minimising both initial capital outlay on the installation of static at stop information displays, as well as ongoing maintenance revenue costs;

Providing an operating platform which can be accessed by a wide cross section of both existing as well as potential users; and

Can be readily adapted to fit a wide range of mobile devices.

5.80 Smartcards for concessionary travel are now available throughout Wales. In the TraCC region nearly 62,000 people hold concessionary bus passes (66% of the eligible population) and over 3 million journeys are made per year. (NB. The figures include all of Gwynedd not just Meirionnydd). The use of the cards has proved very popular and user friendly. TraCC is keen to support the further development and use of Smartcard technology.

5.81 The Wales National Transport Plan (March 2010) emphasised the importance of greater integration of passenger transport services, including the development of integrated ticketing. One of its aims (No. 6) was to ‘Introduce a Welsh Transport Entitlement Card for bus and rail services, which would include integrated ticketing, to allow ‘seamless’ travel between services and operators by 2014’. TraCC fully supports the concept and urges the Welsh Government to ensure implementation by 2014 is achieved.

5.82 It is also important that facilities are improved at individual bus stops – bus stop signs, shelters, timetable information, seating etc with priority given to the busiest stops, where passengers exchange between services or at particular exposed locations. The minimum facilities stated above should be provided at a central point in all communities over 500 population.

5.83 A significant proportion of the highway network in Mid Wales is part of the Trunk Road Network and thus the responsibility of the Welsh Government. It is important that the Welsh Government acknowledges the responsibility for providing and maintaining bus related facilities on the network, the same way as other highway facilities (ie. signs, laybys etc). Bus stops and bus shelters should be seen as part of the highway network, especially as Welsh Government policy is very focused on establishing sustainable travel.

Summary – Bus Services and Facilities Introduction of an upgraded hourly service on T1, and two hourly on T4 by April 2012


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Improved service frequency on X32, X50/550, X94 by March 2014

Quality Bus Partnership Schemes (QBPS) are established for key corridors where appropriate

Consideration of new regional Mid Wales Routes – Aberystwyth to Haverfordwest, Dolgellau to Carmarthen or Swansea, Cardigan to Hereford

All towns over 5000 to have an hourly service to their main catchment settlements

All settlements over 5000 population to have a town service providing the majority of residential and employment areas with a bus service within 400 metres

All settlements between 2000 and 500 population to have as a minimum two return journeys per weekday to the nearest main town

All communities (under 500) to be served by an appropriate form of community transport

There is a rolling programme of priorities for bringing bus interchanges and bus stop facilities up to acceptable quality / standard including real time passenger information

The introduction of multi modal integrated ticketing

There is a need to support door to door transport for those not able to use conventional public transport

Interchanges

5.84 The previous paragraphs have emphasised the importance of connections between regional routes and feeder services, the connection between bus services at hubs and the need for improved linkages between bus and rail services. Connectivity is especially important when service frequencies are hourly or two hourly or even less frequent, as is the case in Mid Wales.

5.85 The Urban and Rural Interchange report by Atkins covered a total of 36 sites – 19 were classified as urban and 17 rural. The report recommended that the evaluation and prioritisation of urban and rural interchanges should be evaluated separately as direct comparisons between the two would not be appropriate. The report recommended a three stage approach:

Step 1: Place Interchanges into categories of tier (Wales Spatial Plan)Step 2: Identify ‘best interchange’ within each tierStep 3: Conduct gap analysis to identify necessary improvements

5.86 While this process was followed, it has been amended slightly to place a greater emphasis on links with the outputs of:

the Rail Study;

the TrawsCymru strategy;

an emphasis on delivery – ie. the need for land and planning permission; and

consideration as to whether the project has additional funding possibilities.


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5.87 The current and proposed interchange locations have been evaluated under five broad headings – Accessibility, Information, Security (personal) Comfort and Safety (road). They have also been subject to a Deliverability Framework Evaluation (ie. planning, design, land, relationship to other projects, funding sources). The above work is detailed in the Passenger Transport Strategy Interim Report.

5.88 The following ten elements are considered desirable components for a user friendly interchange facility:

Service Information (Real Time)

Service Information (Timetable)

Signing

Waiting environment (Shelter)

Waiting environment (Seating)

Lighting

Access for pedestrians

Access and parking for cars

Access and secure parking for cycles

Access for mobility impaired

5.89 The priority for TraCC is to provide appropriate interchange facilities;

in the 8 largest towns in the TraCC region;

on the TrawsCymru Network;

at the main railway stations; and

at key rural hubs.

5.90 From the evaluation work and above priorities the following are the key proposals for the short term – Aberystwyth and Brecon, medium term – Machynlleth and Dolgellau and in the longer term - Welshpool and Newtown.

Summary - Interchanges

TraCC supports the improvement of bus / bus and bus / rail interchanges with priority given to town centres, strategic rail stations, rural hubs and other important connection points eg. TrawsCymru and Bwcabus.

The priority interchanges are Aberystwyth, Brecon, Machynlleth, Dolgellau, Welshpool and Newtown

Community Transport5.91 Community transport is a term covering a wide range of movement solutions usually developed

to cover a specifically identified transport need typically run by the community for the local community on a not-for-profit basis. Community transport is about providing flexible and responsive solutions to unmet local transport needs and often represents the only way in which particular user groups can access a range of essential services.

5.92 It is important to appreciate that although traditionally associated with providing ‘door to door’ transport for the older and disabled people, community transport actually encompasses a number of different forms, as shown in Table 5.8.


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Table 5.8 Differing types of Community Transport Provision

Not for Profit Community Local Bus Services

Whilst TraCC currently has a comprehensive network of bus services, the rural nature of much of the region as well as the sheer scale make providing conventional public transport for many areas impractical. Community transport can help increase the overall public transport coverage by offering demand responsive or scheduled local bus services.

Dial-a-ride Perhaps the most commonly recognised form of community transport, dial-a-ride offering a ‘door to door’ service for those unable to use more conventional public transport, potentially extending to a ‘room to room’ service for the severely disabled, delivered under Section 19 permits by cars MPV’s and minibuses.

Community cars initiative Community car schemes use volunteers’ own private cars to provide ‘door to door’ or ‘room to room’ transport for those unable to use other modes of public transport, either through lack of access or disability.

Taxi-card initiatives The Taxi-card initiative provides tokens to members to subsidise taxi journeys, usually for disabled people. Participating taxi companies are then reimbursed by the scheme having usually entered an agreement to secure lower rates.

Contracted ‘assisted travel’ services

Covers such journeys as home to school, non-emergency patient or social car transport, operated on a not-for-profit basis, with the same minibus often used for community benefit outside of contracted hours

Wheels to Work A scheme that hires out mopeds and/or bicycles to enable young people to get to work, apprenticeships or training that could lead to employment and career development.

Group Transport Schemes

Community based schemes that provide a facility for groups to undertake social or regular journeys using minibuses operated under Section 19 – minibus permits.

Shopmobility Schemes usually in town centres, although mobile schemes are available, that provide manual, powered wheelchairs and scooters for those that have walking difficulties. The schemes are eligible for support under the LTSG.

5.93 Within the TraCC region there are over 40 community transport schemes offering a variety of the services identified above and detailed in the TAS report on Community Transport 2009. The community transport services are operated on a not-for-profit basis, some are run by paid staff, others by volunteers. In the TraCC region there are over 60 paid staff and over 600 volunteers. The number of trips run also varies by service from a few hundred a year to several thousand.

5.94 Community transport is funded via a variety of mechanisms including Local Transport Services Grant (LTSG). It also has the ability to draw on resources not available to the statutory or commercial sectors. The LTSG is provided by the Welsh Government to support and protect the provision of socially necessary and rural bus services, with a condition that at least 10% of the grant is provided to support community transport (see Table 5.9). As stated in paragraph 1.10 the LTSG allocation for public transport for the Mid Wales authorities, unlike other areas, is declining and this is a concern with regard to the financial support for community transport.


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Table 5.9 Support for Community Transport Schemes in Mid Wales

Authority LTSG Allocation

(2009-2010)

Spend from LTSG

Other CT Expenditure

Total % of LTSG spent on CT

Expenditure per head

Ceredigion £424,067 £71,316 £33,887 £105,203 16.8% £1.40

Gwynedd £615,421 £54,458 £13,900 £68,358 8.8% -

Powys £734,825 £73,482 £88,545 £162,027 10.0% £1.28

Source: Community Transport Association - Wales

5.95 There are considerable differences in the number of community transport schemes supported by each local authority and subsequently the level of funding that each scheme receives, as seen in Table 5.10. The one local authority in the over 10 category is Powys that supports 19 schemes. This illustrates the importance of community transport in a rural area.

Table 5.10 Support for Community Transport Schemes

Number of LA’s supporting CT Schemes:

1 CT Scheme 2-5 Schemes 5-10 Schemes more than 10 Schemes

7 13 1 1

5.96 The number of community transport schemes in Mid Wales, particularly in Powys, results in very low levels of subsidy for individual schemes with no funding for some schemes. It should be remembered that the rural nature of much of the TraCC region means that a number of community transport schemes are required to cover the various local centres, resulting in a higher proportion of ‘dead miles’ for journeys between passengers. Powys alone accounts for 25% of the landmass in Wales with 70% of the population not living in large settlements of 5000+ population.

5.97 The 2009 TAS reports on community transport estimated that 10% of the potential demand of 1,114,000 single trips per year for accessible door to door transport are being met, compared to better resourced community transport projects elsewhere in the UK which are able to meet 25% of demand. Demand is also likely to increase as future population estimates predict a 228% growth in the population aged 85 and over between 2001 and 2031. When combined with serving unmet current demand, the need to grow accessible door to door services by 250% between 2009 and 2019 is considered a reasonable aspiration. This would mean an increase from 114,000 trips per annum to 285,000 trips.


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5.98 Five community transport strategy objectives have been identified:

CT1 Full acceptance by all stakeholders to increase integration, coordination of service provision and connectivity with existing public transport routes and hubs.

CT2 Investment to support carbon reduction, efficiency, service and improved passenger experience / service standards through vehicle replacement, eco-driver training, improved journey planning / scheduling, ticket machines, monitoring systems etc.

CT3 Identify and fill gaps in accessible service delivery through diversity of service mix and users, including older people, disabled people, young people, employment and skills. Focus on innovation and smarter working.

CT4 Achieve maximum level of affordable access to the most appropriate and identified transport mode for individuals and community groups throughout the TraCC region.

CT5 Recognising impending demographic changes, invest to support delivery of core community transport functions and accept continued need for public funding to sustain services.

5.99 While it is acknowledged that revenue funding is key to the essential running of community transport schemes, there are also a number of priorities for capital funding. These are:

A number of schemes will need to replace their vehicles as the vehicles near the end of their working life (typically 7 years);

There is a need to ensure all vehicles are fit for purpose with regard to accessibility and to meet the required vehicle emission criteria;

A large number of schemes are currently operating with outdated IT systems or limited system. This reduces the efficiency of operations, increases the requirement for core administration hours and provides inconsistent and incomplete data for schemes which can affect the presentation of robust business cases for further investment;

With community transport providing an increasing role in the wider public transport network, particularly with regard to the role of feeder services, there is a need for certain passenger transport infrastructure (shelters, seating, information);

The challenging demands of providing passenger transport for those where conventional public transport is not possible or for those living in remote areas plus the speed of changing technology means that new opportunities are likely to emerge. Pilot studies may be required to order to assess suitability and develop or progress new initiatives; and

Greater coordination of the operational aspects of running community transport between different schemes.

5.100 As community transport increases its role as a key component of the passenger transport network, both in terms of transport for those people where conventional public transport is not possible or for those living in areas where regular passenger transport services are not possible, then the question of concessionary travel is important. Concessionary travel (for over 60’s) and for the severely disabled was introduced on bus services in Wales in 2002, whereas the majority


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of community transport services users are required to contribute towards the cost of their journey.

5.101 The Welsh Government introduced a pilot initiative to test the principle of extending the All Wales Concessionary Fares Scheme to community transport. CTA Wales is managing the schemes for the Welsh Government and since 2005, 15 pilot schemes have provided over 1,000,000 passenger journeys, however, the scheme is likely to end in March 2012.

5.102 TraCC supports the extension of concessionary travel to community transport. TraCC appreciates the difficulties because of the wide range of community transport services that operate but as they are an important part of the passenger transport network in Mid Wales the same opportunities should apply for all passenger transport users.

5.103 CTA Wales completed a State of the Sector Report in 2010. It made a number of recommendations that would assist the operation and development of community transport. A number of the recommendations are in line with TraCC policy and are listed below.

The Welsh Government should:

Ensure that community transport is considered in the development of relevant policies and legislation across departments, to ensure social inclusion and equality of opportunity for all;

Consider extending reimbursement of eligible concessionary passenger fares to community transport services in Wales;

Develop a central cross-departmental funding stream for community transport across health and social services, integrated transport, rural affairs, regeneration and social justice.

Local Authorities should:

Develop strategic plans for the development of community transport in their areas, to ensure full integration with other forms of passenger transport and to fill gaps in service provision;

Encourage their local community transport operators to take advantage of the new flexibility in permit legislation under the Local Transport Act 2008, to provide new services and an alternative solution to service delivery for their communities;

Engage with operators in a timely and transparent manner about the use of the Local Transport Services Grant and the outputs they require;

Reimburse operators of community transport services for carrying eligible concessionary passengers.

Community transport operators should:

Consider opportunities arising from the Local Transport Act 2008, and discuss with their trustees, directors or management committees whether they wish to become more enterprise orientated, to lessen their grant dependency;

Ensure they are claiming Bus Services Operator Grant (BSOG) where applicable;

Ensure that they are collecting relevant data to demonstrate the economic and social contribution of their organisation and of their staff and volunteers;


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Develop greater collaborative working between operators, to ensure that best use is made of existing resources, and to improve and extend service delivery.

Summary – Community Transport

There are a large number and types of community transport schemes operating in Mid Wales and they form an important part of the passenger transport network

TraCC supports improvements to the operational efficiency of CT, the development of CT services, especially in providing feeder services and meeting its accessibility criteria

TraCC supports the extension of concessionary travel to CT services and appreciates the importance of revenue funding for rural transport services

5.104 It must be emphasised that while capital funding is important, and TraCC has included a significant element for passenger transport development and improvement in its five year capital programme, the appropriate level of revenue funding is essential to ensure the future of rural transport services – bus, rail and community transport.


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6 Priorities and Programme6.1 The allocation for capital spending on transport in the TraCC region in 2010/11 was £3.014m

and in 2011/12 is £2.680m, a reduction of 11%. While no predictions are available for future years it is likely that allocations will remain static or be reduced at least for the next couple of years. This is a major concern for TraCC as the total budget available is already very small compared to the area to be served and the difficulties of improving public transport, encouraging modal shift and providing options for travel, in a predominantly rural area.

6.2 TraCC increased the proportion of its annual allocation for passenger transport from 18% in 2010/11 to 35% in 2011/12 even though the total budget was smaller. TraCC is keen that this trend continues.

6.3 It is important that wherever practical the transport budget is enhanced by combining the TraCC funds with other funding sources, such as EU Convergence and Rural Development Plan Funds, Strategic Regeneration Area Grant, Sustainable Travel Centre Funds, Network Rail, Arriva Trains Wales, local authority budgets and where appropriate private sector contributions from new developments . Innovative thinking on how projects are funded and close partnership working is essential in order to maximise the benefits from investment in passenger transport services and infrastructure.

6.4 In order to prepare an initial 5 year programme for passenger transport projects it has been assumed that the total budget will remain at the 2011/12 level for 2012/13 and 2013/14 and increase by 5% per year after that date and that the passenger transport element would be in the order of 30% of the total budget. It should be noted that certain funding commitments in the early period of the five year programme (ie. Pont Briwet Bridge Replacement Scheme) does limit the funds available for scheme development and new starts. It may be possible to increase the passenger transport element of the total programme towards the end of the five year programme, ie. above 30%.

Table 6.1 5 Year Programme – Possible Capital Allocation (£’000’s)

2012/13 2013/14 2014/15 2015/16 2016/17

TraCC Transport Allocation 2680 2680 2814 2955 3102

Passenger Transport Element 800 800 840 880 930

NB. Figures are based on assumptions – no official status

6.5 Table 6.2 identifies the possible allocation for Passenger Transport projects over the five year period 2012/13 to 2016/17 totalling £4.250m. The draft programme will be subject to consideration by the individual local authorities, the TraCC Planning and Policy Group and Public Transport Group. It will, of course, be influenced by the funding decision of the Welsh Government, but the programme once agreed and reported to the TraCC Board would be the basis for submission to the Welsh Government for the funding of Passenger Transport projects in Mid Wales within the total RTCG allocation.


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Table 6.2 Passenger Transport 5 Year Programme (£‘000’s)

2012/13 2013/14 2014/15 2015/16 2016/17 Total

Aberystwyth Passenger Transport Gateway 300(1) 0 0 0 0 300

Bwcabus Phase 2 140 0 0 0 0 140

Public Transport Urban Interchanges 50 200 240 260 320 1070

Passenger Facilities 20 20 30 30 35 135

Community Transport Enhancement 70 80 80 90 100 420

Regeneration Related Projects 40 50 50 50 50 240

Rural Interchanges / Park and Share 30 50 75 75 75 305

Real Time Passenger Information 50 150 75 75 50 400

Rail Station Improvements 50 200 240 250 250 990

Scheme Preliminary Developments(2) 50 50 50 50 50 250

Total 800 800 840 880 930 4250

(1) May need to be increased to £600K depending on decisions on other funding allocations.(2) 50% of total allocation

6.6 For certain of the general headings in the five year programme it is important that particular projects are identified and prioritised in line with the strategy outlined in Section 5. This is essential, as a minimum, for the first two years of the programme 2012/13 and 2013/14 (Table 6.3).

6.7 It is proposed, subject to confirmation by the Planning and Policy Group, the Management Group and TraCC Board that the following projects are considered under the general headings.

Table 6.3 Programme Priorities 2012/13 and 2013/14 for General Headings

2012/13 2013/14

Public Transport Interchanges Machynlleth Machynlleth DolgellauNewtown

Passenger Facilities Bala, Felin Fach, Lovesgrove, Ystradgynlais

4 sites in line with paragraph 5.69

Community Transport Enhancement

New / Replacement Vehicles. Software to improve efficiency. Supporting equipment (ticket machines / tracking devices)

New / Replacement Vehicles. Software to improve efficiency. Supporting equipment (ticket machines / tracking devices)

Regeneration Related Projects Aberystwyth Newtown / Severn Valley

Newtown / Severn Valley

Rural Interchanges / Park & Share TBC (based on Rural Hubs) TBC

Rail Station Improvements Machynlleth Welshpool

6.8 In addition to the five year programme of TraCC funded passenger transport schemes (see Table 6.2) there are a number of schemes that could be funded from other sources (Table 6.4) either 100% or as a contribution to TraCC funds. It is essential that all possible sources of funding are identified so that TraCC’s programme can achieve significant improvements on the ground.


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Table 6.4 Passenger Transport Projects funded from other sources

Funder Projects (2012/13 – 2013/14) Projects (2014/15 and beyond)

Network Rail Cambrian Hourly Service Improved service frequencies Cambrian Coast Line and HOW Line

Arriva Trains Wales Aberystwyth, Machynlleth Stations Welshpool Station

TrawsCymru T1/T4 Bus Stop and Interchange Enhancements

Other TrawsCymru routes

Sustainable Travel Centre Aberystwyth Projects Newtown Projects

Strategic Regeneration Area Aberystwyth Projects -

EU Convergence Funds

EU Rural Development Plan

6.9 The Passenger Transport Strategy outlined in this report has identified a range of issues that need to be addressed, developed a strategy in line with the TraCC RTP objectives and presented a programme of work which is challenging, but robust and within reasonable funding expectations for the TraCC region.


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