South Wales 'Metro' updates

[NotATrainspott]

The old Mumps station was inconveniently sited the wrong side of a major road, accessed via an unpleasant subway. The new tram stops are far more convenient and the new alignment is well designed, with much segregation and effective prioritisation at junctions.

I know. They didn't go to the effort of moving a line from a tunnel to a street running section for nothing. I was trying to illustrate my point about how LR conversion may or may not be irreversible.

A pair of those 50m articulated tram-train units coupled together would be similar in size and capacity to a deep level London tube train or one of the 3 car DLR trains.

Indeed. Again the point was that if absolutely required, the segregated sections of the Valley Lines could, in future, be hived off again and turned into a heavier metro with even more capacity. Sub-surface line signalling and S7/8 stock would be an increase in capacity over 100m doubled trams.

Where has it been confirmed anywhere the Valleys are getting tram-trains, or that tram-trains are being considered?
How can you tell from looking at a non-specific planning application?

If freight is to be permitted on the Valley Lines after conversion, there is no choice. Even if there were a choice, the case for tram-trains is incredibly strong. For a small increase in per-vehicle cost you get complete compatibility with the HR network, massively reducing the costs of delivering the same passenger-facing benefits.

A good LR conversion scheme should gain DfT support, because any way to reduce the subsidy needed for the HR network in Wales is a good one. The UK government is ultimately going to be paying for HR services in and around Cardiff regardless of how it devolves power, so some amount of investment upfront for long-term efficiency savings is entirely worthwhile.

 

[gareth950]

While it's true there's no NR 25kV wiring planned for the VOG anymore, my educated guessometer goes on to predict there could be a very good case to install some DC overhead installed as far as Barry.

Good luck getting that past Grayling who will make that decision, and is quoted in the latest edition of RAIL as saying;

On January 10th, when questioned about electrification in a Commons debate, SoS for Transport Chris Grayling said: "I think it more likely than not that we will see on the Welsh Valley lines and the Cardiff metro lines the same approach that I have taken in South Wales - that is, using hybrid technology rather than electrification."

That's in an article about hydrogen trains replacing the next round of 1980s/90s DMUs to be retired.

 

[NotATrainspott]

Good luck getting that past Grayling who will make that decision, and is quoted in the latest edition of RAIL as saying;

That's in an article about hydrogen trains replacing the next round of 1980s/90s DMUs to be retired.

Diesel metros don't make sense. When you have a small amount of track running frequent services which don't go very far and stop frequently, the case for electrification is far, far stronger than for any other type of route. It's why the London Underground was electrified well before most other railways in and around the city.

The point of electrifying at 750V DC is that most of the major cost increases that have happened on mainline schemes won't apply. If the benefits and costs of electrifying the Valleys at 750V DC are essentially the same as the original mainline plan, then there's no good reason to put it off. If the lines aren't electrified at 750V DC, it means keeping them as heavy rail with its much higher subsidy requirements. 25kV AC would require operational costs to some extent, but it couldn't be the same catalyst for massive cost reductions.

Remember that even at the peak of bionic duckweed, the DfT paid for the electrification of the line to Sunderland at 1500V DC. Why? So that a cheap Tyne and Wear Metro service could replace a heavily subsidised Northern DMU service. Once you have the initial light rail network in place, the case for handing over other services becomes very strong. The main reason Metrolink hasn't fully absorbed the whole of the Manchester heavy rail network is that they've prioritised serving new areas over HR takeovers, and now there's no more street running capacity left for them. In South Wales you could theoretically end up with the only HR services left being InterCity and regional trains going west or east of Swansea, with all local routes out of Swansea, Cardiff and Newport served by some sort of LR tram-train. People heading from Cardiff to Swansea would take an HR train but all stopping and branch line services would be handed over. The people of Karlsruhe wouldn't see anything being wrong with that idea.

 

[MarkyT]

Good luck getting that past Grayling who will make that decision

Surely not if it was a WG funded scheme.

As to the general issue of bi-modes, with no 25kV to Swansea or on the VOG electrification then DMUs or bi-modes for these routes become essential as WG couldn't afford and are not going to pay for both routes to Bridgend on their own. And Ebbw Vale will also have to continue with DMU or with bi-modes so they can use the AC between Cardiff and Newport. Grayling claiming the WG has somehow miraculously 'converted' to the cause of discontinuous electrification is sheer bunkum. They have been forced into the position by his department as they couldn't possibly afford the cost of the 25kV electrification on their own.

That's in an article about hydrogen trains replacing the next round of 1980s/90s DMUs to be retired.

Nothing wrong with the idea but as yet such trains are still a somewhat experimental technology. I'd like to see some longer term service experience and whole life costs better understood before making large fleet renewal decisions on that basis. Also these seem more suited to diesel replacement quiet branch lines with sparse services rather than significant commuter networks serving major cities, for which the simplicity and reliability of all electric traction, whether HR or LR, is compelling.

 

[gareth950]

In South Wales you could theoretically end up with the only HR services left being InterCity and regional trains going west or east of Swansea, with all local routes out of Swansea, Cardiff and Newport served by some sort of LR tram-train. People heading from Cardiff to Swansea would take an HR train but all stopping and branch line services would be handed over. The people of Karlsruhe wouldn't see anything being wrong with that idea.

With respect, whilst I admire you're boundless optimism and ambition, I think you're getting far too carried away.
In reality that will not happen. We're talking about South Wales, not the economic powerhouse of Europe, or even the UK.
When the car crash of Brexit happens (and unfortunately it still looks like it will) where will the magic money tree come from?
Esp if £1.5 - £2 billion of the WG's capital infrastructure budget is blown on a few miles of mega motorway south of Newport. There will be nothing left to spend on infrastructure in Wales for decades.

 

[Gareth Marston]

With respect, whilst I admire you're boundless optimism and ambition, I think you're getting far too carried away.
In reality that will not happen. We're talking about South Wales, not the economic powerhouse of Europe, or even the UK.
When the car crash of Brexit happens (and unfortunately it still looks like it will) where will the magic money tree come from?
Esp if £1.5 - £2 billion of the WG's capital infrastructure budget is blown on a few miles of mega motorway south of Newport. There will be nothing left to spend on infrastructure in Wales for decades.

That is the problem theirs people posting on here who seem supremely unaware of the real world. Light Rail conversion of the entire system in phases sounds all fluffy and wonderful in theory as it all seamlessly flows to the next stage and we all live happily ever after.

The reality is you have to get the most bang for your bucks when you have them and that is in the next few years. What is obvious is that if we end up with Light Rail Conversion of "core valley lines", the rest of the Cardiff City Region Suburban services will remain 150 worked and no add on stages will be possible for years if not decades. As those of us in the know keep repeating the current Welsh Labour Administrations top transport priority's are the completion of the heads of the valley A465 dualling whose latest phase is chronically over budget and the duplicate Motorway around Newport whose latest cost estimates goes up and up. They have had to invest time in the replacement Wales and Border franchise mainly because the franchise renewal date has set a time-frame on them. "Core Valley Lines" has arisen as it coincides with the political priority of acquiring powers and control from Westminster.

Once the powers and control have been transferred they will not be in the slightest interested in the later phases for years to come and the fight will have to continue. At least with HR Electrification you can get more of the current system modernized and keep costs down by using older EMU's now coming off lease. The notion that there will be money for add on light rail phases waiting in the pipeline is pure fantasy.

 

[Del1977]

An M4 diversion avoiding the Brynglas tunnels and the hilly, curvy route around Newport is needed. No thoughts on the various routes, but only someone who never drives around it could possibly think that the present network is satisfactory.


London manages its bus and Underground network, Newcastle its Metro, Scotland is managing ScotRail... but operating a small network centred on Cardiff is beyond the capabilities of the regional Welsh Government, according to our resident pessimists.

There's a soft bigotry of low expectations in Wales. I recognise it well.

If I were in control and was met with this level of expectations, I'd just order a set of converted London Underground D stock trains and be done with it.

 

[gareth950]

An M4 diversion avoiding the Brynglas tunnels and the hilly, curvy route around Newport is needed. No thoughts on the various routes, but only someone who never drives around it could possibly think that the present network is satisfactory.


London manages its bus and Underground network, Newcastle its Metro, Scotland is managing ScotRail... but operating a small network centred on Cardiff is beyond the capabilities of the regional Welsh Government, according to our resident pessimists.

There's a soft bigotry of low expectations in Wales. I recognise it well.

If I were in control and was met with this level of expectations, I'd just order a set of converted London Underground D stock trains and be done with it.

But Welsh Govt is not going to get control of the whole of this 'small network' centred around Cardiff - the 'Core VL' is not the whole network - it's 4 lines that have been drawn up as a nice politically easy separation.

The whole network would include the Barry, Penarth, Vale of Glamorgan, Ebbw Vale, City line and Maesteg, which WG are not going to get control of.

WG want to split up this 'small network' around Cardiff. Sever vital cross city heavy rail links. Create a small isolated tram network that will be split from the rest of the network and is never likely to get beyond any initial stages.

This is not pessismism, it's realism. It' the realities and messiness of Welsh devolution. If you want a prime example of a line that has been promised great things that hasn't delivered look no further than Ebbw Vale, where WG have instructed NR to down tools and abandon a vital dualling project mid-completion. Whilst the dualling of the A465 HoV road continues on regadless of spiralling costs.
That's where the political priorities lie regarding transport infrastructure in Wales.

 

[Del1977]

While I disagree with the notion of 'Core Valley Lines' cutting out Barry and Penarth, I also reject that the Valley Lines definition has now been extended to include the Ebbw Vale Line or the Maesteg line - both of which are branches off the South Wales Main Line. Perhaps operationally simpler to treat them as part of the same network, but they are not historically part of it.

It comes down to this: If you won't countenance any risks associated with the South Wales Metro project - risks of future phases not going ahead, risks of disruption for electrification - just get some diesel D stocks and be done with it, and use them to operate the current service. Granted they don't have toilets, but cross your legs. Move 150s where / when available to run Cardiff-Ebbw Vale, Cardiff-Maesteg, Cardiff-Bridgend via VoG.

Job done at a considerable saving to the taxpayer. Pointless investing more money since the users apparently do not want more.

 

[Gareth Marston]

But Welsh Govt is not going to get control of the whole of this 'small network' centred around Cardiff - the 'Core VL' is not the whole network - it's 4 lines that have been drawn up as a nice politically easy separation.

The whole network would include the Barry, Penarth, Vale of Glamorgan, Ebbw Vale, City line and Maesteg, which WG are not going to get control of.

WG want to split up this 'small network' around Cardiff. Sever vital cross city heavy rail links. Create a small isolated tram network that will be split from the rest of the network and is never likely to get beyond any initial stages.

This is not pessismism, it's realism. It' the realities and messiness of Welsh devolution. If you want a prime example of a line that has been promised great things that hasn't delivered look no further than Ebbw Vale.

Precisely these posters from outside Wales just don't seem to get it. This is not a rational scheme looking at the whole Cardiff City Region but one driven by political priority's not transport ones that don't align.

 

[Bletchleyite]

Precisely these posters from outside Wales just don't seem to get it. This is not a rational scheme looking at the whole Cardiff City Region but one driven by political priority's not transport ones that don't align.

Which seems to be like just about everything the WAG has ever done with regard to rail.

 

[Del1977]

Precisely these posters from outside Wales just don't seem to get it. This is not a rational scheme looking at the whole Cardiff City Region but one driven by political priority's not transport ones that don't align.

Why don't you campaign for abolition of the Welsh Assembly and devolution then if you have no confidence in their ability to run anything? Seems like you have political issues rather than transport ones.

 

[WelshBluebird]

Job done at a considerable saving to the taxpayer. Pointless investing more money since the users apparently do not want more.

You are mistaking people having very specific issues with what has been suggested by the Welsh Government, with people not wanting better services and investment. Again, no one here is against improving the services or even against light rail in principle. The problems are what has been suggested. Sure we don't know all the details yet, what we do know, makes it look like they are doing the wrong things for the wrong reasons.

Why don't you campaign for abolition of the Welsh Assembly and devolution then if you have no confidence in their ability to run anything? Seems like you have political issues rather than transport ones.

There is a difference between the idea of devolution being wrong, and a government being incompetent. You wouldn't suggest getting rid of Westminster just because the current bunch couldn't negotiate their way out of a paper bag. So why suggest it for Cardiff Bay?

 

[Bletchleyite]

Why don't you campaign for abolition of the Welsh Assembly and devolution then if you have no confidence in their ability to run anything? Seems like you have political issues rather than transport ones.

The WAG Express, much as it's a lovely curiosity, as well as the running of North Wales to Birmingham services via the Marches, is evidence enough that the WAG have no clue with regard to transport planning.

 

[Del1977]

You are mistaking people having very specific issues with what has been suggested by the Welsh Government, with people not wanting better services and investment. Again, no one here is against improving the services or even against light rail in principle. The problems are what has been suggested. Sure we don't know all the details yet, what we do know, makes it look like they are doing the wrong things for the wrong reasons.

There is a difference between the idea of devolution being wrong, and a government being incompetent. You wouldn't suggest getting rid of Westminster just because the current bunch couldn't negotiate their way out of a paper bag. So why suggest it for Cardiff Bay?

Well in fairness to the WAG, they are being accused on here of wanting political control of some part of the South Wales rail network, whatever the cost - operationally or financially - to the rail network overall.

That is an assertion.

We can guess their motivations, but you cannot determine conclusively the motivations of others in this way. Maybe they genuinely believe that their project will deliver improvements over and above leaving everything in the hands of the DfT and Network Rail.

Why I suggest the objections are more political in foundation, rather than simply about disagreements on transport policy, is because of the repeated assignation of a nefarious power grab by the WAG. Those suggesting this is the primary driver of their plans - by implication - have no faith in their political integrity; you don't trust them to make the right decisions - all they want is power.

 

[Bletchleyite]

Why I suggest the objections are more political in foundation, rather than simply about disagreements on transport policy, is because of the repeated assignation of a nefarious power grab by the WAG. Those suggesting this is the primary driver of their plans - by implication - have no faith in their political integrity; you don't trust them to make the right decisions - all they want is power.

I must admit this is precisely my impression. However, that is not solved by abolishing devolution, it is solved by voting them all out.

 

[Del1977]

I must admit this is precisely my impression. However, that is not solved by abolishing devolution, it is solved by voting them all out.

Well that is the potentially the drawback and why I didn't support devolution, as I don't think we'll see anything other than a Labour-led and most usually Labour-majority in the Assembly in my lifetime. Any party becomes complacent and stale after being in control of the Government for decades.

 

[Bletchleyite]

Well that is the potentially the drawback and why I didn't support devolution, as I don't think we'll see anything other than a Labour-led and most usually Labour-majority in the Assembly in my lifetime. Any party becomes complacent and stale after being in control of the Government for decades.

True. I doubt the Tories will get anywhere near it (nor do I suspect many would want them to), but does that mean that Plaid would have an opportunity to grow if they followed a more SNP-like approach?

 

[Del1977]

No. Plaid Cymru has two hurdles to overcome if it wanted to replicate the SNP's success:

1. It is still too closely associated with "Welsh-speaking". The more Anglicised an area, the less likely they are to vote Plaid Cymru.
2. Welsh independence is an economic basket case. The public knows that and do not support it.


Back on topic:

Do any of the Welsh political parties have an alternative transport plan for the South Wales Metro that has more support?

 

[Gareth Marston]

Well in fairness to the WAG, they are being accused on here of wanting political control of some part of the South Wales rail network, whatever the cost - operationally or financially - to the rail network overall.

That is an assertion.

We can guess their motivations, but you cannot determine conclusively the motivations of others in this way. Maybe they genuinely believe that their project will deliver improvements over and above leaving everything in the hands of the DfT and Network Rail.

Why I suggest the objections are more political in foundation, rather than simply about disagreements on transport policy, is because of the repeated assignation of a nefarious power grab by the WAG. Those suggesting this is the primary driver of their plans - by implication - have no faith in their political integrity; you don't trust them to make the right decisions - all they want is power.

Can you name an urban transit system in the world that has been "improved" by severing a pre existing cross city link? No I thought not.
How many urban transit systems can you name in the world that have cross city links? Clue - it will be longer than an A4 sheet.

I doubt very much you will find a transport expert or professional in the world that would recommend splitting up a small network as best practice. Even Welsh Labour's voice of transport expertise Professor Stuart Cole of University of South Wales has outlined his cross city vision in his submission to the franchise consultation. As you saw earlier in the thread Railfuture Wales want cross city.

It can only be driven by two things

Incompetence or politics.

The Welsh Governments standard narrative to address criticism since 2010 has been to blame under funding and not being given the tools to do the job from Westminster. They have constantly demanded powers per se in that period and for the Wales and Border franchise , Grayling has clipped there wings in relation to the wider franchise and cross border services. "Core Valley Lines" is the only thing they can hive out away from Westminster control so there going for it. Its just to tempting for them to gain powers and control that there chucking the baby out with the bath water.

I do not belong to a political party and I know people who object to Core Valley lines that are Labour members.

 

[Del1977]

Can you name an urban transit system in the world that has been "improved" by severing a pre existing cross city link? No I thought not.
How many urban transit systems can you name in the world that have cross city links? Clue - it will be longer than an A4 sheet.

I doubt very much you will find a transport expert or professional in the world that would recommend splitting up a small network as best practice. Even Welsh Labour's voice of transport expertise Professor Stuart Cole of University of South Wales has outlined his cross city vision in his submission to the franchise consultation. As you saw earlier in the thread Railfuture Wales want cross city.

It can only be driven by two things

Incompetence or politics.

The Welsh Governments standard narrative to address criticism since 2010 has been to blame under funding and not being given the tools to do the job from Westminster. They have constantly demanded powers per se in that period and for the Wales and Border franchise , Grayling has clipped there wings in relation to the wider franchise and cross border services. "Core Valley Lines" is the only thing they can hive out away from Westminster control so there going for it. Its just to tempting for them to gain powers and control that there chucking the baby out with the bath water.

I do not belong to a political party and I know people who object to Core Valley lines that are Labour members.

So I was correct. You believe they value more power over a better local rail network. If you genuinely believe that, then I think the Valley Lines project should be the least of your concerns.

 

[B&I]

By irrevocable I mean actively going around demolishing existing alignments. The Oldham Loop conversion works involved demolishing viaducts and closing tunnels to force street running, which makes it much more irrevocable than, say, the Altrincham line. When the Luas Green Line was built in Dublin they kept most of the southern section as a segregated metro so that it could, in future, be converted into a heavier non-street-running system.

In Cardiff, that could mean the Coryton and Bay branches are rebuilt permanently to be LR-only, but the line between Queen Street and Heath would remain segregated. Eventually once passenger levels are high enough, an alternative street running route could be provided between the two. The LR-only sections would be joined up with LR-only track, while the segregated former HR route could specialise for higher-capacity metro trains not outfitted for street running. A Queen Street to Heath street running line won't be justifiable today because passenger numbers aren't high enough and the costs would be too much to bear, but in future it could be an essential capacity boost for the network that would pay for itself.

There is more chance of TfN replacing Metrolink with 20 seat turboprop Gloucester Old Spot sows than there is of it supporting re-conversion to heavy rail. It is obsessed with trams, to the extent of spending its life on the look9ut for more bottlenecks it can create on the heavy rail network by singling lines to allow trams through.

Even if it wasn't, imagine central government's response if Manchester asked for the money to convert LR back to HR. 'You chose light rail, that's your lot.'

And even if central and local government were in favour, why spend the money changing everything over twice ? I have heard some fun arguments in support of universal light rail mania in my time, but the notion of converting HR to LR so it can be converted back to HR is one of the better ones.

 

[gareth950]

Why don't you campaign for abolition of the Welsh Assembly and devolution then if you have no confidence in their ability to run anything? Seems like you have political issues rather than transport ones.

Let's examine Welsh Govt's record on rail in Wales.

1) Ebbw Vale - a half job was done on re-opening 10 years ago. Ebbw Vale is the most deprived of all the Valley areas and has the lowest percentage of car ownership in Wales. It should have been double track all the way from re-opening. The budget was slashed and it was singled, even though WG were warned that demand would be high and it would be much more expensive to go back and re-double in future when the line was in use. Advice ignored, we're now paying the price for that. Ebbw Vale trains are desperately overcrowded and the current doubling project has stalled. Direct trains to Newport are repeatedly called for but not forthcoming despite being promised 10 years ago.

2) The 2020 PRM deadline - 75% of Wales' fleet is not compliant. WG ignored advice in 2013 from Porterbrook to draw up an immediate plan to start converting trains in time - the response was always "we will be dealing with it in the new franchise award" Last summer the penny dropped that was leaving it too late - 5 X 769s ordered to let some 150s & 158s go away - the 769s are now late - Wales faces a crisis on 1/1/2020.

3) WG agreed to and ordered CASR but didn't order the extra trains needed to take advantage of the extra capacity unlocked when completed. Changed their mind about CASR half way through the project - now looks like they didn't want it anyway. Money spent on CASR and successfully delivered by NR regardless.

4) Obsessions with Cardiff - Holyhead services that don't match where the real demand for travel is.

5) Obsession with breaking up one of the most efficient local heavy rail networks in the UK for political gain in their Valleys 'heartlands', ignoring the damage that will be done to the network that will be left.

6) The first govt in the UK to conduct the award of a new rail franchise and Metro contract in total secrecy, not even releasing the ITT. Bidders are muzzled from speaking to the public or releasing press statements - not even allowed to speak to the public at 'consultation' events.

 

[adrock1976]

My own view is that the Valley Lines network should be left alone as it is, so as to provide the cross city links.

If trams are going to be brought back to Cardiff, I would have them running from Coryton to Cardiff Bay. As well as extending from both ends to penetrate more of the Bay area and north west/west of Coryton where there are no heavy rail links, this would be more useful for people to leave cars at home and use public transport.

The reason why I have suggested only converting Coryton to Cardiff bay is that when I travelled on the Valley Lines network during the summer in 2016 and 2017, and although this appears to be an unscientific observation, the present Coryton - Radyr via Ninian Park trains seems to be the first to be cancelled whenever there is major disruption on the Valley Lines network. Although in fairness, the single track section between Heath and Coryton does not help, even though there is space to relay the track that got lifted years ago.

An improved service pattern for the Valley Lines network could be:

Treherbert - Ninian Park via Cathays - every 30 minutes, continuing to Pontypridd via Fairwater
Aberdare - Barry Island every 30 minutes via Cathays
Merthyr Tydfil - Bridgend/Pen-y-Bont every 30 minutes via Cathays and Rhoose
Barry Island - Barry Town every 30 minutes (to connect with trains to and from Bridgend. Perhaps run during July and August?)
Penarth - Bargoed every 30 minutes
Penarth - Rhymney every 30 minutes
Coryton - Radyr via Ninian Park every 30 minutes*
Pontypridd - Caerffili via Ninian Park every 30 minutes
Maesteg - Caerffili via Ninian Park every 30 minutes
Ebbw Vale Town - Cardiff Central every 30 minutes
Ebbw Vale Town - Abergavenny via Newport (Gwent) every 60 minutes
Ebbw Vale Town - Gloucester or Cheltenham Spa via Newport (Gwent) every 60 minutes

*If not converted to tram operation. Perhaps reinstating the double track from Heath - Coryton would help make the timetable robust?

This would provide a combined frequency over common sections of route as follows:
Abercynon - Barry Town via Cathays every 15 minutes
Pontypridd - Radyr every 7-8 minutes
Cardiff Central - Caerffili every 7-8 minutes
Penarth - Bargoed every 15 minutes
Radyr - Heath (either level) via Ninian Park every 15 minutes
Ninian Park - Cardiff Queen Street 6 trains per hour
Ebbw Vale Town - Pye Corner every 15 minutes

The above would provide 16 trains per hour between Cardiff Central and Queen Street.

 

[Del1977]

If not trams / not electrified then I like that service suggestion, though it would require some engineering work - e.g. Pye Corner services being able to run through to Newport.

 

[Dai Corner]

If not trams / not electrified then I like that service suggestion, though it would require some engineering work - e.g. Pye Corner services being able to run through to Newport.

Pye Corner - Newport direct is possible now, and has happened during engineering works.

 

[Del1977]

Didn't know that. That's good news. Maybe through services to Newport were specified as part of the franchise tender then.

 

[Dai Corner]

Didn't know that. That's good news. Maybe through services to Newport were specified as part of the franchise tender then.

Such services would compete with buses which run at least every ten minutes as far as Newbridge and hourly to Llanhileth so I think they'd mainly be used by Ebbw Valley passengers travelling to England. The Ebbw Vale to Newport bus service was cancelled a year or two ago.

 

[PHILIPE]

Such services would compete with buses which run at least every ten minutes as far as Newbridge and hourly to Llanhileth so I think they'd mainly be used by Ebbw Valley passengers travelling to England. The Ebbw Vale to Newport bus service was cancelled a year or two ago.

The Bus service to Newport was from Rogerstone. On occasions recently a bus has had to be sourced to convey passengers from Pye Corner to Cardiff in the event of the 0737 from Ebbw Vale not being strengthened

 

[Dai Corner]

The Bus service to Newport was from Rogerstone. On occasions recently a bus has had to be sourced to convey passengers from Pye Corner to Cardiff in the event of the 0737 from Ebbw Vale not being strengthened

I was talking about the Stageoach commercial bus service X18 Newport- Ebbw Vale. There was indeed a (WG-sponsored?) bus service Rogerstone station-Newport station but it was little used and is superfluous since Pye Corner station opened. The Stagecoach 151 runs every ten minutes (Blackwood) -Newbridge station-Crosskeys station-Risca-Rogerstone-Pye Corner station- Newport station - Newport bus station.