Today, 3rd April 2017, a number of bus service changes are taking place in Pembrokeshire. Actually, First Cymru’s new timetable booklet is dated as running from 2nd April (yesterday), but since the Sunday bus network is a woeful ‘nothing at all’ the effective date is today. When this post is published however, I will not be in Wales. Today, I’m returning from Norwich on one of my railway exploration holidays, so I planned ahead. On Friday 24th March, it happened that my father wasn’t coming into work so I went by bus. With the new timetable coming up, I decided to take a camera to get pictures for this post; and a story developed.
The first leg of my journey was uneventful. I reached Haverfordwest as planned and waited for my next bus, which I photographed; the 349 service to Monkton, calling at Picton Place, County Library, Dew Street, Horsefair (Tesco), Merlin’s Bridge, Johnston, Honeyborough Roundabout, Cleddau Bridge, Pembroke Dock, Pembroke and Monkton. To me, this was the ‘349b’ service, although First referred to it simply as ‘349’. The first five places listed were reached without mishap, but by the time we reached Johnston an alarm had sounded on the bus. The driver pulled over and cut the engine; after a short wait he restarted it and we continued. Not for long though; the alarm soon returned and we were parked in a lay-by-type bus stop in Johnston.
The driver phoned ‘the engineer’, stating that the alarm had been accompanied by loss-of-power. We waited until the engineer turned up; I was hoping they would send a replacement bus (as Richards Bros have done once or twice when I’ve been on one of their services that suffers a breakdown) but it was just a van. Although an annoying delay to my journey, which made me even later for work (as I pointed out to a fellow passenger who asked, I’m ‘late’ for work anyway whenever I go by bus), the failure gave me the opportunity to collect additional photographs which I would have otherwise been unable to obtain, and are preferable to the rather dull picture I took back at Haverfordwest bus station.
With no replacement bus provided, we were instead forced to wait for the next service, due to leave Haverfordwest half-an-hour behind our failed bus. We had already spent almost that long stationary, so it wasn’t long before the second bus arrived; the ‘349’ to Tenby. To me, this was the ‘349a’. The driver from the failed bus told the other driver that nobody was trying to get to Monkton, which the ‘349a’ does not serve; and off we went leaving the engineer, the stricken bus and its driver behind. It wouldn’t be the last we saw of them.
The reason I have my own ‘349a’ and ‘349b’ designations for these services will now become clear (although, if you’ve read my 3-part 2016 series on bus route numbers, you might guess where I’m going with this). It is also why I had hoped a spare bus would be found. At the Honeyborough roundabout, our ‘349a’ turned right, rather than heading straight-on to the bus stop as the ‘349b’ would have done. These are clearly different routes, which is not what First (by calling both ‘349’) would have had you believe. The right turn takes the 349(a) into Neyland, which is not served by the Haverfordwest-Monkton service. After looping round Neyland, we came to the Honeyborough roundabout again; this time heading out to the bus stop. Lo-and-behold, sitting there was our errant ‘349b’, with engineer’s van. By not going via Neyland, it had overtaken us but had obviously failed again so I was no later into work than if I had stayed with it.
With the story (almost) complete, I finally get to the news. Haverfordwest bus station is to see a reduction in services, with outward services to Milford Haven (302), Johnston (the Tenby and Monkton services discussed above) running direct from Withybush Hospital to Picton Place (Iceland), missing out the bus station. The bus station is still served in the other direction, heading towards Withybush Hospital, with the Monkton services extended there rather than terminating at the bus station. First’s information might lead some to believe that Pembrokeshire is suffering a major bus cut, since they describe the 381 service (Haverfordwest-Tenby via Narberth and Kilgetty) as being ‘cancelled’, with the last day of operation being Friday 31st March. In reality, that service has been taken over by Taf Valley Coaches, as the Pembrokeshire County Council notice on the First buses I took in the story states.
The headline however is that, from today, I will no longer have to call the two ‘349’ routes ‘a’ and ‘b’, because the direct Monkton service will now be known as the 348, while the original 349 (via Neyland to Tenby) remains the 349. A little victory for me (I probably can’t claim any credit for it, but it feels good anyway); now how about bringing back the 550, 50 and 412 designations and sorting out that colossal amalgamation which is the TrawsCymru T5?
Going back to the story, given the huge delay to the ‘349b’ service I was concerned that the service might not recover punctuality all day, jeopardising my ‘connection’ on the return journey. Somehow (perhaps by cancelling a trip?) it seems First did get the ‘349b’ running on-time again (or reasonably close to it), because my journey home went smoothly.
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!).
There’s some good news today (29th May 2016). Today is a Sunday, and for the first time in many years Cardigan will be served by a mainline bus service (in recent years, the only Sunday buses in Cardigan have been the coastal path walkers’ buses, which only run on Sundays in the summer). However, there still won’t be any bus services in Cardigan on Sundays during the winter, since today’s new Sunday services are only operating from the last Sunday in May to the last in September. The new Sunday timetable will also run on bank-holiday Mondays, again until September.
So, what is Cardigan’s new summer Sunday service like? The answer is that there are three journeys to Haverfordwest and back, three to Aberystwyth and back and two shorter workings, one to/from Newport and the other to/from Fishguard. Two trips in each direction appear to be through services between Aberystwyth and Haverfordwest (whether or not they actually require a change of bus in Cardigan, as I believe is often the case with the Mon-Sat T5, I’m not sure).
As you would probably expect, these services are advertised under the TrawsCymru T5 banner, but unlike the rest of the week the Sunday T5 appears to operate a fixed route, with all the Aberystwyth workings travelling via both New Quay and Aberporth. Really then, north of Cardigan this is the old TrawsCambria 550 in disguise. Confusingly, with the services to Haverfordwest the timetable doesn’t indicate whether Trecwn and Mathry Road are served.
Most weeks, I commute to work in Pembroke Dock. I haven’t mentioned this before because I don’t use public transport, I travel with my father who drives. Normally, the roads are relatively quiet most of the way, suggesting there is little or no justification for a public transport service on our route to work.
However, the other week the Cleddau Bridge, on the main road between Haverfordwest and Pembroke Dock, was closed to all traffic due to high winds. We don’t use this route, partly because the Cleddau Bridge has a toll and partly because it would involve going through Haverfordwest, which would slow us down. A lot of other people do though, apparently, since the Cleddau Bridge closure had forced the council to put men with stop-go boards to control traffic over the narrow bridge at Carew. This is on our route, and normally the traffic is light so we don’t have to wait long for oncoming traffic to finish crossing the bridge before it is our turn.
With the Cleddau Bridge closed however the stream of traffic over the Carew was constant, if the men with stop-go boards hadn’t been there nobody going in the other direction would have been going anywhere, perhaps for hours. This suggests that there is an awful lot of car commuting over the Cleddau Bridge between Pembroke / Pembroke Dock and Haverfordwest on a normal weekday, traffic which perhaps ought to be captured by public transport. This reminded me of one of my wild ideas, and made be think it might not be so wild after all.
The idea is this: create a railway bridge from Pembroke Dock across to Newland and rebuild the railway from there to Johnston, creating a circular Whitland – Tenby – Pembroke – Neyland – Haverfordwest – Whitland rail route around Pembrokeshire. This railway bridge would be lower down, so unlike the road bridge shouldn’t have to close when it gets windy, but you might need an opening section to allow ships to pass through. Yes, it would be hugely expensive, but if the traffic’s there it might actually be worth doing. The biggest problem I can see is getting the track through the town from Pembroke Dock station to the new bridge, I think the line used to continue into the dockyard but I’ve not noticed any evidence of where it ran.
A year ago, I commented on the introduction of the TrawsCymru T5 service. I was very critical of the service, and promised further posts detailing the problems. However, it’s the service’s first birthday today, and I still haven’t done so. I’m not promising I’ll ever get round to completing the lot, but here’s the first part of that detailed coverage.
‘What are service numbers for?’ That’s a question raised by the T5 (and several local services in the area, but that’s another blog post, again if ever I get round to it). This particular problem is that the ‘T5’ is a blanket designation of a number of routes.
In my travels between Cardigan and Aberystwyth before the introduction of the ‘T5’, I witnessed at least three cases of passengers being confused as to where buses would take them. At least two of these were in 2014, when the ‘X50’ timetable between Cardigan-Aberystwyth was much the same as today’s ‘T5’. One of these was evidenced by some passengers, who obviously expected to travel to somewhere on the detour via Aberporth, jumping up from their seats in surprise as we passed the roundabout which leads to Aberporth without turning off. I seem to remember the driver let them off next to the roundabout, but they’d have had a long walk to Aberporth. Like the ‘T5’, 2014’s incarnation of the ‘X50’ was a blanket designation, covering all Cardigan-Aberystwyth services. I’ve not been travelling to/from Aberystwyth regularly since before the ‘T5’ started, so I’ve not had the chance to observe further confusion. In the more-distant past, things made more sense as there was a ‘550’ service via New Quay and Aberporth and the ‘X50’ was generally direct. However, it wasn’t perfect, some trips served only one of the two (ie. New Quay or Aberporth) and they didn’t have a special service number for those. The third of my observations was such a case, passengers for Aberporth had let an ‘X50’ which went via Aberporth but not New Quay go without them, assuming it didn’t travel via Aberporth. They would have had a wait of well over an hour for the next ‘550’.
Of course you have to draw the line somewhere, giving the very occasional detours to Aberaeron school a separate route number would only muddy the waters (the school is under 500 metres from the main Alban Square bus stop in Aberaeron), but I believe detours as major as Aberporth and New Quay need to be clearly identified.
Returning to the present, the days of services via Aberporth but not New Quay are gone, perhaps because nearly every service has gone via New Quay since December 23rd 2013. On the other hand, whereas the 2014 ‘X50’ was only a blanket north of Cardigan, the T5 has extended the blanket numbering to Pembrokeshire. As a result, there are now no less than six significantly different routes under the ‘T5’ umbrella.
Of course, there are also short workings of most of these routes. In a sane world short workings wouldn’t be a problem, since the destination sign on the front of the bus would show how far the bus is going. If you want something past there you would either don’t get on or, more likely, ask the driver if there will be a connection for wherever you want to go. But this isn’t a sane world, bus operators have to abide by more-stringent regulations for working longer-distance services, so services like the T5 are registered in sections as shorter services to avoid these regulations. The result is a T5 departing Haverfordwest will probably say Fishguard on the front even if the bus continues to Cardigan. Cue more asking the driver if the bus goes to Cardigan.
Going back to the list of six routes, some of these are only once a day, for example the one that doesn’t go via New Quay (that’s one in each direction). New Quay is even included in the route branding for the service, so perhaps there’s an even higher risk somebody will turn up for that one expecting to go to New Quay. They’d be in for a shock, and that trip (in my opinion) is the only part of the service which deserves a TrawsCymru tag. That’s yet another story though.
Welcome to 2016, let’s hope this will be a happy new year.
Windows PCs have, for some time, featured a number of fairly basic games, such as ‘Minesweeper’ and ‘Solitaire’. The latter is a card game which appears to be the same as one my parents referred to as ‘Patience’. The object of this game is to organise the whole pack of cards into four piles, one for each of the four suits. The cards in each pile also have to be in the correct order (Ace at the bottom, then 2, 3 etc. through to King). There are rules about how to set up the cards and where they can be moved, which means that depending on how the deck is shuffled it may not be possible to complete the game. You can also make a poor move which ‘snookers yourself’, the game in the screenshot looked like it was going well but I eventually got stuck. Unlike real-life though, in the computer version there is an undo feature, and I was able to complete the game after undoing a good number of moves and trying a different approach. If you find you can’t complete the game, you give-up, re-shuffle the cards and start all over again (hence the name Patience, I suspect).
What has this to do with public transport in Wales, you ask? Well, I have been trying to produce a timetable to illustrate my aspirations for rail services from Carmarthen and it is trying my patience. Unlike the game Patience though, I am not sure whether it is possible to deal the cards in such a way that everything will work the way I want it to. There may have to be compromises, but how can I prove whether that is the case?
My problem, or one of them at least, is the single-line sections on Pembrokeshire’s three branches. The ‘main line’ from Swansea to Carmarthen, and from Carmarthen to Clarbeston Road, is double track apart from short stretches in and out of Carmarthen station. It therefore isn’t too difficult to plot an hourly train between Swansea and Clarbeston Road, with extras between Swansea and Carmarthen to boost that section to a broadly half-hourly service. However, the Pembroke & Tenby branch (from Whitland to Pembroke Dock) is single track with just one passing loop (at Tenby) and the Milford Haven branch (from Clarbeston Road) is similar; just the one loop (at Haverfordwest). The Fishguard branch is perhaps the easiest since, despite the sole double-track section (at the Trecwn RNAD junction, where there is no station) being impractical for passing passenger trains, it is relatively short and I’m only trying to path a 2-hourly service (Milford I’m trying to make roughly hourly). The challenge with Fishguard is making connections with TrawsCymru bus services to/from Aberystwyth at Fishguard Harbour. These currently don’t exist, but I’ve worked them out independently and they need to arrive at xx:32 (32 minutes past the hour) and depart at xx:41. This means the trains must arrive between xx:21 and xx:26, and depart between xx:42 and xx:52. This makes the ‘Fishguard Flyer’ boat train, which needs to be about 10 minutes earlier (westbound) and 10 minutes later (eastbound) than the regular pattern (due to signalling headways on the double-track sections), rather difficult.
Richards Bros, and presumably one or more of the Welsh Government, Pembrokeshire County Council and Ceredigion County Council are giving us a present this Christmas. And the nature of this present? The TrawsCymru T5 will run on Bank Holiday Monday 28th December!
The timetable is not the full Monday-Saturday timetable, but given that the 28th is a Bank Holiday we’re lucky to get any service at all. There will be three services from Cardigan to Haverfordwest, one of which will either run through from Aberystwyth or provide a connection. These three services then return to Cardigan, to with connections or through running for Aberystwyth. The balance is made up by a second Aberystwyth to Cardigan service, arriving at 19:27 after the last southbound service (an 18:25 to Newport, presumably returning a bus to the depot there) has left. Finally, the first journey in the morning is a 07:25 from Newport to Cardigan, balancing the aforementioned 18:25. As might be expected, the same indirect route (via New Quay, Aberporth, Newport and Fishguard) taken by the majority of T5 journeys is used. As welcome as the service is, this means that I still consider it to be a misuse of the TrawsCymru brand. There is no mention of whether Trecwn and/or Mathry Road will be served.
The timetable is dated as applying to 28th Dec 2015 only, but its existence does present some hope that we may see further Bank Holiday T5 services and perhaps Sunday T5 services in 2016.
Not really. Today (5th Jan 2015) sees the launch of the TrawsCymru T5 service between Aberystwyth and Haverfordwest, replacing a number of existing services. There are two good things about this service:
Richards Bros has the contract
The need to change bus in Cardigan is reduced
There are, however, also alot of bad points:
The application of ‘T5’ number covers six different geographical routes
The residual ‘X50’ local service the T5 leaves behind also covers several geographical routes, which are also confused with the 552 and 554 local services
The route contains many major detours from the direct route between Aberystwyth, Cardigan and Haverfordwest, which are likely to impact on the brand image of the TrawsCymru network
Despite all the detours, including operating via Fishguard, the service fails to serve Fishguard Harbour railway station for connections with Cardigan’s nearest rail service
A number of timetable niggles, of varying degrees of anti-logic, have not be ironed out from the old services, and one or two new ones have been introduced
New, shorter, buses are expected to be introduced in a few months time, despite the existing fleet having been repainted into TrawsCymru livery at unknown expense
Each of these points probably deserve a post of their own, and I intend to do just that. How long it will take me to complete all that is another question.
Update: as promised, I have started detailing the issues listed above in their own blog posts. The series is as follows:
Blanket service numbers are covered in a series of articles:
I am part way through the January 2015 issue of ‘Modern Railways’. On page 14, there is a piece hailing the success of Community Rail Partnerships. Over six years (2006/07 to 2012/13) they report an overall patronage growth across the regional passenger sector of the UK rail network of 23%. Within that though, the use of lines supported by Community Rail Partnerships grew by 45%. Further growth on many of the lines is apparently now being hampered by the national shortage of DMU stock.
It is a shame then that one of Wales’ Community Rail Partnerships, the one covering the Pembrokeshire branches (including, if I recall correctly, the line from Swansea to Carmarthen) appears to have become defunct. It was called ‘All Points West’, but I noticed some time ago that their website URL now pointed to something totally irrelevant. Arriva Trains Wales’ website still mentions ‘All Points West’ but they have since removed the hyperlink when they learned that the ‘All Points West’ site was gone. They obviously had no money for web hosting, and I don’t think they exist any more at all. They were, if I recall correctly, either part of or supported by SWWITCH, the South West Wales Integrated Transport Consortium. SWWITCH itself now appears to have gone the way of the dodo. There now doesn’t seem to be any single co-ordinated body promoting the rail network in the bottom left-hand corner of Wales, just a handful of independent, mostly informal, groups.
In terms of promotion, as I remarked in one of my ‘Trains For Fishguard’ videos, it is a shame that the lines do not have a marketing name. Another of Wales’ Community Rail Partnerships is a great example of the opposite end of the scale: ‘The Heart Of Wales Line’. That has to be one of the best marketing names out there, but south-west Wales has nothing.
The best idea I’ve come up so far is to resurrect ‘All Points West’ as ‘LLAnBranches CRP’, the Landsker Line And Branches Community Rail Partnership. A bit of a mouthful, but the main route from Llanelli through to Clarbeston Road could be simply the ‘Landsker Line’ as it roughly follows the boundary between the areas where Welsh is spoken more (north of the line) or less (south of the line).
Perhaps trying to bring about the ‘LLAnBranches CRP’ is something to add to my already stupidly long to-do list for 2015. I’m REALLY slow, so I might need 100 of me to get all my work done. In other words, it is unlikely I will get round to doing anything about it. Still, at least I’ve managed a blog post to start the new year, and it wasn’t even the rant about the new TrawsCymru T5 service I’d expected to post, so that is still to come. I hope 2015 will be a happy year for you, me and the rest of life on earth.
Merry Christmas everyone…
Unfortunately, I’ve nothing in the spirit of Christmas cheer to post, and haven’t time to cover a full story right now. A few months ago, an ITT (Invitation To Tender) was published for a new TrawsCymru service, the T5, to replace part of the current X50 service between Cardigan and Aberystwyth as well as the 412 service between Cardigan and Haverfordwest, creating a through service between Aberystwyth and Haverfordwest. There are all sorts of reasons why this is a bad idea, which I hope to detail soon, but for now I just want to focus on one issue. The Sunday service.
In the ITT, there were to be three journeys in each direction between Cardigan and Haverfordwest on Sundays, and two between Aberystwyth and Cardigan via New Quay and Aberporth. One journey southbound would be a through Aberystwyth-Haverfordwest service, and two of the northbound journeys would also have run the full distance. This would have required two vehicles, with a third working an evening trip from Aberystwyth to Synod Inn and back, via New Quay. This service would have been a rather scant one, but still alot better than nothing which is what we have at the moment. Unfortunately, the T5 timetable has now been published, and even the planned scant Sunday service has failed to materialise. Sundays will conntinue to be devoid of public transport in New Quay. Cardigan, Newport and Fishguard will also have no buses or Sundays, except for the Poppit Rocket coastal bus (which only operates on Sundays during the summer holiday season, the rest of the year it only operates Thursdays and Saturdays).
We probably will never know for sure, but I think today (6th September 2014) was the last day of the Fishguard’s trial enhanced rail service. This post went live at 21:00, as the last train of the day was scheduled to depart Fishguard Harbour. We can, however, be fairly sure that there will still be six trains per day (plus one at night) on Monday as the Welsh Government have annouced that the trial was a success and agreed to fund the service as a full component of the Arriva Trains Wales (ATW) franchise, which runs until 2018.
I wasn’t able to make any of the trial services today, but wanted to mark the occasion with a trip on the line so had to settle for the daytime boat train. In the event, I was dropped off at Whitland station at about 12:10, in time to see a class 150 unit arrive from Pembroke Dock on a Swansea-bound service. Once that had left, I moved to the westbound platform to await the Fishguard service, which was being shown on the passenger information system. I noticed that the remaining calls on the service were listed as “Fishguard Goodwick and Fishguard Harbour”. I have noticed that mistake before at Llanelli, but this suggests the problem is more widespread and still hasn’t been fixed. The boat train duly arrived, almost on time, about half an hour later. Sadly, the unit was another class 150, not what one hopes to see on the only express service into and out of south-west Wales. After some time when this woefull allocation of stock was ATW policy, I believe the service is now supposed to be worked using a much-nicer class 158 unit. However, they often seem to be short of 158s and the dreaded 150s have to deputise. I boarded along with (I think) six others. Since I was starting from Whitland however, rather than coming all the way from Cardiff, the views on the rural trip along the Fishguard branch largely made up for the metro-sliding doors and absence of legroom on the 150.
A little while later, we arrived at Fishguard & Goodwick where I alighted along with many others. Providing a useful local service on the Fishguard line is therefore proving to be a worthwhile use of the Welsh Government’s money. I dashed out of the station and, after looking both ways, across the road to grab a video clip of the train heading down towards the harbour. After that, I started climbing the hill towards ‘Stop and Call’ (where that name comes from I have no idea) to find a vantage point to film the unit departing Fishguard & Goodwick with the return trip to Cardiff. Another ‘Trains For Fishguard’ video is therefore a possibility, maybe even for release on Monday, but I’m not making any promises. A quick walk down the hill got me to Goodwick town centre just in time to catch the Optare Solo on Richards Bros’ 410 bus service all the way up to Stop and Call, then back down, across and up to Fishguard. There, I had a fair wait in the library (looking railway books) before heading back outside to catch the Richards Bros 412 home. Flagship Optare Tempo YJ55BKF* was on the working, as I had expected.
Returning to the news that the full Fishguard trial service is to continue, there is a key question: is it good news? Yes, of course it is. It is however not quite a decisive victory. The survey carried out, towards the end of the trial period, to help inform the decision of whether to continue with the service suggested that more options were under consideration than just ‘retain service’ or ‘cancel service’. One possibility was retiming the second train of the morning out of Fishguard to provide an arrival in Carmarthen at arround 08:45, instead of arround 9am at present. Another was replacing the last evening train with a later service, in the process eliminating one of the changes that are currently required at Clarbeston Road. There was even an option of additional workings to make the service run every three hours throughout the day. The government’s announcment however does not mention any of these further improvements, the level of service available during the trial will continue unchanged. Good news then that the service will be retained, but not as good as it maybe could have been. And, as seen today, ATW still fails to get the name of one of Fishguard’s stations right and still fails to provide suitable rolling stock for the boat train (although I suppose if there is no 158 available it is better to run something than canceling the train and providing a replacment bus; that said, sitting on YJ55BKF I did wonder whether it was more comfortable than a class 150).
* I don’t know if Richards Bros officially have a flagship, but I refer to Tempos YJ55BKE and YJ55BKF, which are of the same spec, as flagships as they are the best buses I have yet been on.
Note: I did just about get this post out at 21:00, but it was incomplete. I’ve edited it to extend it quite a bit.
There are now just three months left to run on the three year trial service of five extra trains each way on the Fishguard Harbour branch line. The Welsh Government have launched a community survey as part of their review of the service. I have produced a new video (part of my ‘Trains For Fishguard’ series) to mark the occasion and publicise the survey.
This was originally posted on my old blog on 11 September, 2011. I have recovered the post, but not the photographs which went with it originally. The pictures featured may or not be the same ones.
Look what Pembrokeshire County Council was willing to throw away:
This was the building of Fishguard & Goodwick station, which if restored probably would have been the nicest of any minor station on the national network. It has been demolished now, what a senseless act of vandalism.
Update: 23rd Nov 2011. I’ve just realised something. As well as everything else this distruction has lost us, we have lost probably the best spot to take photographs for promotional material to advertise the new rail service, and the opening of the station (without a nice building) next year. There is the brick hut to provide shelter, but that’s not the same.
Retrospect: Feb. 2016 The brick shed isn’t even used for shelter. All passengers have access to is a rail-industry-standard shelter; basically a bus shelter. These are bigger and look more robust than your average bus shelter, but just as draughty.