Swansea electrification and new stations proposals

[aar0]

Swansea Council has announced plans to restart electrification on the railway line from Swansea to Cardiff, as well as new stations and some reopened lines.

Multi-million pound rail and bus improvements could transform public transport, boost business and create jobs in and around Swansea.

The proposals form part of a Transport for Wales (TfW) vision, a £14bn package of bold, generational rail schemes backed by the UK and Welsh Governments. Across South West Wales the proposals include:

Electrification of the line between Cardiff and Swansea
Swansea Bay and West Wales Metro main line stations at Landore and Winch Wen to be served by main line and Metro services
Potential for up to five more community Swansea Bay metro hubs for Pontlliw, Felindre, Morriston, Llandarcy and Cockett
Further upgrades for lines onwards from Swansea to Pontarddulais, Ammanford, Pembrey, St Clears, Milford Haven and Pembroke Dock
Further into the future a 10-mile expansion of the Swansea Bay Metro from Swansea to Neath and Tonna using light rail on existing lines and on-street running linking Swansea High Street station, the city centre and waterfront, and Swansea university campus with Neath, Tonna and Aberdulais at a potential cost of around £1bn

Swansea Council Leader, Rob Stewart, said: "We all want to see better rail links into Swansea and across South West Wales.

"Transport links from London and the rest of UK to our part of Wales are critical to help deliver a strong local economy, supported by innovation in new technology and investment in new sectors like clean energy."

"The electrification of mainline services into Swansea are all part of the vision that will also create thousands of jobs in construction and secure thousands more in the long term.

"These improvements to our transport network will reduce journey times and increase the capacity for more traffic on the railways, connecting with bus, cycling and walking routes in our communities.

"We'll also be the first region in Wales to adopt a new bus franchise and by reforming bus franchising we will have more local control over bus services and help deliver a single public transport system within reach of every community.

"This will make it easier to link rail and bus services by having one timetable and one ticket to be used on either service across the region."

Cabinet Secretary for Transport and North Wales Ken Skates, said: "There are exciting times ahead for transport in the Swansea area, from transforming bus services to the potential for generational rail schemes.

"With backing from the UK Government, we have plans to deliver real change and improvements across the whole of Wales."

The proposed new stations in Swansea will help provide better connections across the city and make it easier for people to reach employment zones and popular attractions.

Cllr Stewart added, "Having a network of new stations across Swansea will be critical in terms of providing direct public transport links to hospitals, major employers including the DVLA and the Enterprise Zone in Llansamlet.

"They will also serve major attractions including the new Skyline development, Penderyn Distillery and the Swansea.Com stadium.

Source Swansea Council: Here

 

[John R]

It’s all very speculative (it’s a “vision”) so I wouldn’t raise your hopes.

 

[aar0]

It’s all very speculative (it’s a “vision”) so I wouldn’t raise your hopes.

True. But it implies the funding is secure (l think).

 

[John R]

True. But it implies the funding is secure (l think).

Nope. It's a vision. Don't you think that if nothing else, electrification of the main line between Cardiff and Swansea would have resulted in rather more headlines than it has.

Just think - the current SW Metro project has cost (in very round numbers) £1Bn. And is a massive project for the WG. The thought that £14Bn has been committed to improvements in rail infrastructure is fanciful.

 

[positron]

It's very much unfunded aspirations, partly to get people hopeful before an election and partly just as a natural document that gets made and forgotten about over time.

It does show a list of what ifs that might have 10% actually delivered eventually though so still interesting from that perspective.

I believe the UK government have nicely given this a rubber stamp and then said "subject to business case" at every step which gives them an out for any reason they choose.

 

[Smwrff]

Electrification from Cardiff to Swansea would be a NR/UKG project not a TfW/WG project. Similarly, most of the Swansea Bay improvements are on NR track - unless there is a major devolution/asset transfer on the way.

 

[DelW]

The green line on that map looks a strange concept to me. How many passengers between Pontarddulais, Pontlliw, Felindre or Morriston and Swansea would want to take a roundabout route via Neath, including passing through Llansamlet twice? There can't be an interchange at the existing Llansamlet station as shown on the map, either, since the District line is in a tunnel underneath it, so there would need to be two separate stations with a walk (crossing the A48 road) between them.

There are arguments to improve the use of the District line for passenger services, but I'm unconvinced that this is the best way to do that. I think a cost/benefit analysis against that £14bn wouldn't look good.

 

[GRALISTAIR]

Definitely speculative but pleasing and positive nonetheless.

 

[RGM654]

The green line on that map looks a strange concept to me. How many passengers between Pontarddulais, Pontlliw, Felindre or Morriston and Swansea would want to take a roundabout route via Neath, including passing through Llansamlet twice? There can't be an interchange at the existing Llansamlet station as shown on the map, either, since the District line is in a tunnel underneath it, so there would need to be two separate stations with a walk (crossing the A48 road) between them.

There are arguments to improve the use of the District line for passenger services, but I'm unconvinced that this is the best way to do that. I think a cost/benefit analysis against that £14bn wouldn't look good.

Come to that, having come on the line from Pontarddulais under the main line at LLansamlet, how do you get to Neath unless by a reveral at Briton Ferry?

 

[Noddy]

True. But it implies the funding is secure (l think).

It comes from this TfW ‘vision for rail’ document:

https://tfw.wales/sites/default/files/2026-02/TTT-Final_ENG.pdf

This document sets out what we’re doing now to

deliver a better railway. It looks ahead to a bold

and transformative pipeline of enhancements, and

explores the opportunities presented by GB rail

reform and a better rail operating model.

The funding allocated to Welsh rail projects for

this spending review period allows us to kick-start

progress on an otherwise stalled enhancements

programme – one that will be transformative in

terms of employment, economic growth, housing,

and wider socio-economic development.

However, for major programmes like Network

North Wales, the current level of funding only

represents an initial step towards our full ambition.

We believe the most effective way to make the

case for further investment is by continuing to

demonstrate delivery. We must ensure that Wales

is an attractive investment proposition – especially

at a time when other devolved nations and

administrations are pursuing ambitious transport

transformation plans.

To support this, and as part of our wider vision, we

are making the case for streamlined rail funding

arrangements for Wales. This is one of my priorities

in my role as the Chair of the reinvigorated Wales

Rail Board, which will have a clearer and more

strategic purpose.

While the Wales Rail Board has played an important

role in bringing the UK and Welsh governments

together to prioritise future rail enhancements,

Today, Tomorrow, Together: A vision for rail across Wales and Borders | 5

we believe there is an opportunity to learn from

funding models from elsewhere. These include

the funding arrangements for mayoral authorities

in England and the mutual investment model

financing used on the latest A465 upgrade in Wales.

There are also opportunities to secure transport

investment through land value capture. This will

enable faster and more effective delivery, reflecting

Wales’ growing maturity in rail delivery.

In this year of Railway 200 celebrations, we’re

reminded of Wales’ pioneering role in rail

innovation, from the world’s first steam-hauled

railway journey in Merthyr Tydfil, to the Swansea

and Mumbles Tramway, and the network of routes

that powered heavy industry.

With discontinuous electrification and the first

large-scale deployment of tri-mode trains, Wales is

once again proudly at the forefront of technological

change.

Noting the Welsh Government’s long-term ambition

for the full devolution of rail infrastructure in Wales,

Today, Tomorrow, Together, reflects our shared

belief in the power of transport to transform lives

and places. With the right investment, governance,

and leadership, Transport for Wales will continue to

deliver.

This is a clear statement of intent, reflecting our

conviction that rail, and the wider public transport

system, is a vital enabler of social progress,

economic growth, and environmental sustainability.

One network. One timetable.

One ticket. One team.

Page 32-33 is the bit on the Swansea area.

 

[Smwrff]

Pontardulais to Neath would pass under Llansamlet in tunnel - Llansamlet station is on the Neath to Swansea section.

 

[DelW]

Pontardulais to Neath would pass under Llansamlet in tunnel - Llansamlet station is on the Neath to Swansea section.

That was one of the issues I mentioned in post 7

Come to that, having come on the line from Pontarddulais under the main line at LLansamlet, how do you get to Neath unless by a reveral at Briton Ferry?

Good point, I'd missed that little difficulty

 

[ChilliSauce]

Electrification from Cardiff to Swansea would be a NR/UKG project not a TfW/WG project. Similarly, most of the Swansea Bay improvements are on NR track - unless there is a major devolution/asset transfer on the way.

It would be very interesting to see the estimated costs for Electrification of the main line from Cardiff to Swansea and then if the works were executed the final actual costs.

The complete and utter failure of Great Western Electrification Project (GWEP) to complete both on time and on budget (read as gross over spend) the electrification from Paddington to Cardiff has in effect frightened governments off from embarking on any more electrification schemes.

 

[Backroom_boy]

I visited Swansea a few years back and there were signs of piling for gantrys and I'm sure other work before it was abandoned; has that de-risked the future re-sumption of electrification?

 

[Barry169]

The green line on that map looks a strange concept to me. How many passengers between Pontarddulais, Pontlliw, Felindre or Morriston and Swansea would want to take a roundabout route via Neath, including passing through Llansamlet twice? There can't be an interchange at the existing Llansamlet station as shown on the map, either, since the District line is in a tunnel underneath it, so there would need to be two separate stations with a walk (crossing the A48 road) between them.

There are arguments to improve the use of the District line for passenger services, but I'm unconvinced that this is the best way to do that. I think a cost/benefit analysis against that £14bn wouldn't look good.

They'd be better re-opening the line from Pontarddulais to Gowerton and joining the main line there.

Swansea could then be commutable from towns like Llandeilo, Ammanford, and Llandovery.

 

[positron]

I visited Swansea a few years back and there were signs of piling for gantrys and I'm sure other work before it was abandoned; has that de-risked the future re-sumption of electrification?

I think part of the issue is that Cardiff to Swansea actually needs some infrastructure interventions too beyond just piling and putting up the gantries and wiring so the whole operation is probably quite expensive.

They should probably do that with first in stages and then electrify once that's all done. Perhaps improve Cardiff to Bridgend capacity and speed first. Then move onto Bridgend to Port Talbot while electrifying the previous part.

I guess they could just electrify 'now' but it'll make the works more expensive in the long run. Less useful too because it's actually the capacity you want for local services.

 

[John R]

I did wonder whether the increase in trains carrying scrap bound for the new electric arc furnace at Margam might encourage electrification as far as there, but then I remembered that if the govt won’t even electrify the Felixstowe branch then there is no hope of that happening.

 

[DelW]

They'd be better re-opening the line from Pontarddulais to Gowerton and joining the main line there.

Swansea could then be commutable from towns like Llandeilo, Ammanford, and Llandovery.

I've often thought it's a pity that, when the ex LNWR line to Victoria was closed, that section wasn't retained for trains to and from the Central Wales line, rather than sending them via the reversal at Llanelli. It would have needed a short chord at Gowerton, but old maps (on the NLS website) show that there were once industrial sidings almost providing the link (as attached).

But I can't see any chance of reinstating it now. The problem of crossing the M4 could be avoided by rebuilding the one time chord onto the District line south of the motorway, instead of going directly into Pontarddulais. But it would mean either putting a ground level line through Gorseinon, with a level crossing over the A4240, or building a viaduct right through the middle of the town. I can't imagine either being acceptable locally.

 

[Baxenden Bank]

Page 33 of the Today, Tomorrow, Together (whenever, if ever) blue sky strategy:

Swansea to Pontarddulais and Ammanford via Neath, Metro Services and New Stations
New stations on the Swansea District line will be served by a half-hourly stopping service, supported by new track linking Neath to the Swansea District line, with the potential for an hourly extension to Ammanford. Estimated Cost: Over £150m

 

[70014IronDuke]

I've often thought it's a pity that, when the ex LNWR line to Victoria was closed, that section wasn't retained for trains to and from the Central Wales line, rather than sending them via the reversal at Llanelli. It would have needed a short chord at Gowerton, but old maps (on the NLS website) show that there were once industrial sidings almost providing the link (as attached).

This makes perfect sense if you think that BR intended to keep the Central Wales line in the first place. I imagine the purpose was really to close it, and they weren't planning to spend an old penny in investment to make a connection at Gowerton.

As for the 'vision' - it's interesting that the plan names the northerly end of vision as Ammanford, which is a nothing station right now, I mean a simple single platform with no passing facilities, rather than Llandeilo. If I remember correctly, however, Ammanford was the second busiest station on the entire line, after Llandod, in the 24-25 passenger usage statistics. (Not counting Llanelli, Craven Arms etc).

 

[DelW]

This makes perfect sense if you think that BR intended to keep the Central Wales line in the first place. I imagine the purpose was really to close it, and they weren't planning to spend an old penny in investment to make a connection at Gowerton.

Yes, very true.

I seem to recall claims that it was very much a last minute reprieve, forced on BR by politicians concerned at protest votes in the various marginal constituencies through which it passed.

 

[fishwomp]

They'd be better re-opening the line from Pontarddulais to Gowerton and joining the main line there.

Swansea could then be commutable from towns like Llandeilo, Ammanford, and Llandovery.

Wouldn't it be better to connect people in Llandeilo with jobs in Cardiff, rather than with the Jobcentre in Swansea? The M4 from the West is rather busy into Cardiff for a reason..

IMHO the proposal should be for a 2x daily Llandeilo to Cardiff or Port Talbot service. It'd bring the train closer to driving time. If it takes off, it could be expanded.

 

[Envoy]

Wouldn't it be better to connect people in Llandeilo with jobs in Cardiff, rather than with the Jobcentre in Swansea? The M4 from the West is rather busy into Cardiff for a reason..

IMHO the proposal should be for a 2x daily Llandeilo to Cardiff or Port Talbot service. It'd bring the train closer to driving time. If it takes off, it could be expanded.

Not just the residents of the Ammanford & Llandeilo areas but the entire Heart of Wales Line would benefit from having direct trains running from Cardiff to Pontarddulais via the District Line. It would boost tourism because going the long way via Llanelli makes the round trip via the Marches not exactly appealing. Pontarddulais to Llanelli can be served by some trains from Cardiff going via the District Line to west Wales and building a new interchange station at Ponttarddulais - with an M4 P&R. As things stand at the moment, people from the Ammanford & Llandeilo areas would surely drive to Cardiff rather than use the railway.

 

[ChiefPlanner]

Not just the residents of the Ammanford & Llandeilo areas but the entire Heart of Wales Line would benefit from having direct trains running from Cardiff to Pontarddulais via the District Line. It would boost tourism because going the long way via Llanelli makes the round trip via the Marches not exactly appealing. Pontarddulais to Llanelli can be served by some trains from Cardiff going via the District Line to west Wales and building a new interchange station at Ponttarddulais - with an M4 P&R. As things stand at the moment, people from the Ammanford & Llandeilo areas would surely drive to Cardiff rather than use the railway.

There are obviously some hardy souls that would drive Ammanford etc to the Cardiff area but the much greater value for money of local property prices there would certainly be attractive (for all) were some significant improvements made , not to mention some development opportuntities along the Swansea District line. (perhaps even extending economic options towards Pontardawe)

 

[Topological]

The traffic planners do their very best to stop people driving across Swansea from Cardiff. The jams on the M4 are terrible. I do not know if that means there is a demand, or if it is other journeys clogging everything up. However, I do my very best not to leave Cardiff after 15:30 and I have the benefit of jumping off the M4 at 41 or 42.

I assume that the red line plugs into the Swansea Burrows stub and then allows fanning out at Jersey Marine. That would be good for the Bay Campus and should prove popular. If there was a way to reach Port Talbot then there would be great connectivity into London trains. The line up to Neath works and is rarely used since Onllwyn closed. I assume that is the plan too. However, that passes well below the railway at Neath. I often felt activating the line would be a good idea, but not with a view to forming a Neath loop.

I remember the Swansea Council team presenting about this when I was working for Swansea in 2019. Not much has happened and I doubt it will.

Electrification from Cardiff and passing loops to allow a half hourly Swansea to Cardiff stopper to serve the Swanline stations would be a massive start.

 

[Caaardiff]

Could TFWs and GWRs trains to West Wales that split at Swansea actually split at Port Talbot instead?
One half continue and terminate at Swansea, the other half continue to West Wales via the district line serving the new stations.

 

[Topological]

Could TFWs and GWRs trains to West Wales that split at Swansea actually split at Port Talbot instead?
One half continue and terminate at Swansea, the other half continue to West Wales via the district line serving the new stations.

That is quite left field, but yes I do think they could.

I would like Port Talbot to be a 4-platform station with platforms on the loops. That would give you the option to split. It is not cheap, but could be done. Needs some realignment with the road to the North of the station, and some small demolition South of the station, but at least there are already loops in place. No doubt needs the loops replacing with passenger-quality track. The signals for the loops are there though.