It’s that time of year again; January the fifth, the anniversary of the launch of the TrawsCymru T5 service (which runs between Aberystwyth and Haverfordwest). Last year, to mark the first birthday of the service, I criticised the use of the single service number ‘T5’ on what is really a collection of different routes. This year, I will explain why I believe that only one of those routes deserves the ‘TrawsCymru’ tag.
In 2010, a consultation was held regarding improvements to what was then the TrawsCambria network, which at the time consisted of the following services:
X32 Bangor – Porthmadog – Dolgellau – Machynlleth – Aberystwyth
X40 Aberystwyth – Aberaeron – Lampeter – Pencader – Carmarthen – (Swansea – Cardiff)
X50 (Aberystwyth) – Aberaeron – Cardigan
550 Aberystwyth – Aberaeron – New Quay – Aberporth – Cardigan
X94 Barmouth – Dolgellau – Bala – Llangollen – Wrexham
704 Newtown – Llandrindod Wells – Brecon
Having already read rumours that it was planned to rename the network TrawsCymru, I spoke up in favour of retaining the ‘TrawsCambria’ brand when I visited the consultation roadshow. Professor Stuart Cole’s reply, as I have written before, was that the old name had some ‘baggage’. He may have meant there were intellectual property difficulties with using it (the TrawsCambria name might belong to Arriva, I’m not sure) but my preferred interpretation is that he felt passengers had negative experiences tied up with the TrawsCambria name.
The logical thing therefore, in my opinion, is to ensure the new brand is a squeaky clean example of a top-notch long-distance bus service.
If I recall correctly, the consultation suggested moving to a limited-stop coach network as one of the options. While a limited-stop direct service would be ideal for long-distance passengers, in many cases the TrawsCambria services were the only public transport available. My response to the consultation thus included the proviso that limited-stop services should not come at the expense of bus services which stop anywhere. This comment was echoed some time later by Dr Victoria Winckler, who the Welsh Government commissioned to review the network; the need for speed does not outweigh the need for a bus service.
But, if you’re going to have a flagship brand, that brand has got to stand for something, otherwise what is the point of creating that brand? I don’t think anyone has done that with TrawsCymru; if I recall correctly there were requirements for TrawsCymru livery, free WiFi, smartly uniformed staff and minimum legroom in the invitations to tender for several TrawsCymru services, but most bus operators have services with most of those things anyway. The legroom requirement might have been a Unique Selling Point, but either it was ignored or the value specified was the same inadequate legroom found on most normal buses (I must get a tape measure and check one of these days). More relevantly, there appears to be no criteria for deciding which routes should be branded TrawsCymru. Dr Winckler’s report put forward one view which I had come to myself by that point; that TrawsCymru services, while not being limited stop, should avoid detours.
As I have posted previously, Dr Winckler felt that TrawsCymru journey times should ideally be no more than 33% slower than by car. Again, as I stated before, the 412 and 550 services (which have now been merged into the TrawsCymru T5) flouts this recommendation to a serious degree. The TrawsCymru website has the cheek to call the T5 a direct service, but a service which travels via New Quay, Aberporth, Fishguard and Mathry Road to get from Aberystwyth to Haverfordwest cannot be taken seriously as a realistic alternative to private cars. Even the faster journeys which omit Aberporth are too slow; Cardigan to Haverfordwest via Fishguard is a lost cause for end-to-end competitiveness and likewise (to a lesser degree) Aberystwyth to Cardigan via New Quay is a big detour.
Of course we need all those detouring services; the need to provide a bus service to as many places as possible trumps end-to-end speed, but such services cannot be sold as a useful long-distance travel option, so why are the Welsh Government trying to do so by branding them as TrawsCymru? If we can’t afford direct services IN ADDITION to the slow ones, then we should wipe the TrawsCymru brand away and just run local buses.
Of course, I am largely repeating myself here; previous blog posts have covered this topic (this one, for example). I think however that this is the first time I’ve gone over it in detail since the T5 launched and confirmed that yes, they did go ahead and do exactly what I had been hoping they wouldn’t; the major detours of the former 550 and 412 service have been included in the TrawsCymru network.
Aside from WiFi, TrawsCymru means nothing more than TrawsCambria did; the new brand is tarnished at least as much as the old. In fact, if anything, the problem is worse. While TrawsCambria included the 550, which should always have been just a local service, it did at least also feature three or four direct X50 services each way daily between Aberystwyth and Cardigan avoiding New Quay (with direct short workings between Aberaeron and Cardigan in addition); the T5 has just one direct journey per day in each direction between Cardigan and Aberystwyth. Plus, TrawsCambria never included the service between Cardigan and Haverfordwest (via Fishguard), which may well be the most indirect bus service in Wales (it takes almost twice as long as driving); TrawsCymru does.
‘The most indirect through service in Wales, at twice the travel time of driving’, hardly a great advertisement for TrawsCymru is it? The only part of the T5 which deserves to be TrawsCymru is the sole remaining direct service between Aberystwyth and Cardigan, without the extension to Haverfordwest (there is, I think, a possible extension south of Cardigan which might work, but that’s a story for another day (maybe 5th Jan 2018!).