Partnerships the key to ‘heritage hybrid’ railways
LAST month I was invited by the cross-party parliamentary group on heritage railways to present the concept of a “heritage hybrid” railway to members of both houses of parliament.
This concept differs from the many fine heritage railways we have in Wales stretching from the Welsh Highland/ Ffestiniog Railways in Gwynedd to the Gwili Railway in Carmarthenshire and the Brecon Mountain Railway in south Powys.
These railways, trains, stations, track and maintenance works are privately owned. They are funded from subscription and fares with occasional job specific grants and rely mainly on volunteer staff with some full-time technical expertise.
However, Wales also has several other attractive rural railway lines – the Heart of Wales Line (HoWL); Conwy Valley Line; Whitland – Pembroke Dock Line, and Cambrian Line between Machynlleth and Pwllheli – which have a highquality tourism reputation. In 2021 it was suggested they be combined into a separate management sector.
A locally managed heritage hybrid railway would help make best use of under-utilised infrastructure and boost the local economy. All these lines are ideal for actively encouraging walking, cycling, wildlife viewing, country parks, and nature-based attractions. The towns served have many museum and heritage attractions, making the line a gateway to amazing scenery, quiet roads, and pretty towns and villages.
Unlike “traditional” heritage railways these lines are owned by Network Rail and the trains are operated by TfW (Transport for Wales)Rail as part of the national network.
However, the heritage hybrid lines’ finances must be compatible with the existing heritage railways funding model and not adversely affect their overall market position or financial viability.
A heritage hybrid company would develop new walking/cycling routes to link with TfW’s encouragement of active travel through six restored 40-year-old two-car train sets to be introduced in 2024 on the 120-mile-long HoWL.
Dedicated to the line they have extra, more comfortable passenger seating, and spaces for cycles and luggage.
There would be add-ons such as attractive station environments with cafes, retail outlets and information centres managed by enthusiastic employees and volunteers who can bring the experience alive.
Connections to local bus services and links into the TrawsCymru national bus network would provide wider use of public transport; for example, at Llandrindod where the bus and railway stations are adjacent. The provision of bus replacement services would also be part of the local companies’ role, thus replacing a centralised system with one of extensive local knowledge.
However, to succeed, heritage hybrid railways must have the local management company, the community rail partnerships, Welsh Government, TfW, local authorities and the national parks working in partnership.
The Dartmoor Line (Exeter to Okehampton), though not quite the same model, has through such joint working achieved more than 250,000 passengers annually since it re-opened in November 2011.
So new initiatives have to be found to rebuild their markets and revenues.
The potential untapped rail market among current mid-Wales visitors who currently travel by car (87% of visitors) and their reasons to visit: walking and cycling (44%); outdoor activities (44%); visiting nature attractions (13%) is one with a desire for sustainable travel by train rather than by car.
This is made more attractive by timetables; for example, on the HOWL integrating with trains from its major markets – Manchester/Birmingham (at Crewe and Shrewsbury) and from south east Wales/southern England/London at Swansea.
To be successful the rail service needs modern trains (or refurbished to a high standard); a frequency level operationally and financially viable with preferably a clock face timetable; reliability – where trains are not cancelled at short notice (during the operating day); and planned engineering work is well publicised in advance; predictable journey times; and ease of interchange between modes – research shows travellers prefer to minimise the numbers of changes on a train journey especially those with bikes, luggage and accompanying children.
These heritage hybrid lines represent a small part of the TfW financial turnover and often do not receive the attention they should. They, like other railways, have suffered falls in passenger numbers and revenue following Covid, but also through temporary track closures and train / staff shortages.
There is therefore a strong case for a management/financial structure with a new business model, while retaining these lines as part of the national rail network with TfW trains operating on Network Rail infrastructure.
■ Professor Stuart Cole, CBE, is Emeritus Professor of Transport (Economics and Policy), University of South Wales