I should report, slightly belatedly, that Network Rail finally opened the new second track between Saltney junction and Rossett junction on the line between Wrexham and Chester on the April 1st, 2017. The redoubling project has roughly halved the length of single track between Wrexham and Chester; the southern half remains single due to issues which make redoubling that section more-challenging.
Aside from the eventual outcome; a shorter single-track section and over five miles of additional track is certainly a big plus, it is hard to draw positives from this scheme. As I posted a few weeks ago, the Welsh Government’s objective of an hourly Holyhead-Cardiff service was a poor reason for the project, but Network Rail must also be questioned. The May 2017 issue of Modern Railways magazine informs me that the Wrexham redoubling project was originally due for completion in early 2015. Two years late: that is a serious delay beaten only by certain elements of Network Rail’s electrification programme (and even then, the wires are due to reach Cardiff only one year behind schedule).
Costs have increased too, the Wrexham redouble came in at £49m but in May 2013 the slightly shorter single-track section between Swansea (Cockett West) and Llanelli (Duffryn West) was redoubled at a cost of £40.3m including a second platform at Gowerton station and a brand-new bridge over the river Loughor. That scheme was delivered on-time and on-budget, but past successes can be forgotten when things go wrong, as they have on the Wrexham-Chester line. It is therefore understandable that the Welsh Government (who were paying) is displeased with Network Rail, and the problems north of Wrexham have contributed to a risky gambit further south.
The Welsh Government’s new gamble concerns the ‘south Wales Metro’ project. Personally, I would call what the Welsh Government is proposing a Cardiff & Newport metro, but I digress. The idea is that ownership of the core ValleyLines (Cardiff Central to the heads of the valleys via Cardiff Queen Street) would be taken away from Network Rail. The new ‘Operator and Development Partner’ (ODP) of the Wales & Borders franchise would then be responsible for ensuring the ValleyLines are modernised within the available budget and presumably before part of the funding expires in 2023. This novel idea seems to have one big plus, which is that track and train would be controlled by the same management, but is risky for several reasons.
Those reasons are detailed in part 2 of this post.