Priorities for the future of Welsh Rail Infrastructure

that low population density and a likely journey time that would
be longer than the Traws Cymru long distance bus service 20
meant the business case for reopening this section of track was
unlikely to stack up on transport grounds alone.
Welsh Government highlighted the investment they had already
made in Mid and West Wales. The Minister said:
“One of the key areas I’ve been particularly interested in is
continuing the good work we’ve done in terms of mid and west
Wales in terms of additional services, and looking at that very
important network that links across from Aberystwyth into the
midlands, which I think is equally important as some of the
other areas.” 21
Welsh Government should continue to work with stakeholders to
deliver enhanced services in mid Wales, particularly further
improvements linking Aberystwyth to the English Midlands and
wider UK rail network.
Freight improvements
it:
The Rail Freight Group (RFG) was critical of the NTFP, stating, that
“is extremely light on freight matters except for a commitment
to support the recommendations of the Minister’s Freight
Working Group as appropriate. The NTFP therefore represents a
missed opportunity to support rail freight in Wales by targeted
investment and focussed support for infrastructure
enhancements that directly benefit rail freight.” 22
TATA Steel believed that the NTFP must prioritise sustaining and
improving rail freight infrastructure.
Railfuture stated in their written evidence that the main line
routes in North and South Wales, along with the Marches Line, should
have the maximum gauge clearance for freight containers. This was
20
Enterprise and Business Committee, Transcript, 3 February 2016, Para159.
21
Enterprise and Business Committee, Transcript, 24 February 2016, Para 71.
22
Written evidence, RFG.
24