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THE SHREWSBURY - ABERYSTWYTH RAIL PASSENGERS' ASSOCIATION WELCOMES YOU TO THEIR WEBSITEThis page updated 27th June 2010 |
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SARPA is the local rail users group for the Shrewsbury to Aberystwyth
line
running from the English border through Montgomeryshire to the coast of
North
Ceredigion and ending up in the increasingly important University (and
Assembly administration
) town of
Aberystwyth. We exist to preserve and promote the line so that there is a
more sustainable
transport system for future generations. SARPA is one of the more active
rail
user groups in Wales and meets monthly. We are continually campaigning on
various issues from train times and frequency to station maintenance and
welcome any comments anybody has about the rail service in Mid Wales. We hope that during 2010, Arriva manages to build on the success of their extended services to Birmingham International, which at the present are showing much improved timekeeping. At present there is considerable engineering work continuing on the Cambrian lines West of Shrewsbury. Where we have details we will endeavour to publish them on this site. You can access the latest map by clicking here. |
CHAIRMAN'S MESSAGE |
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A "Daytime hourly service by 2011" between Aberystwyth and Shrewsbury is promised
in the final version of the WAG National Transport Plan. No one though seems to know
or is willing to fill in the blanks, like when in 2011, or provide an explanation as to what
daytime hourly actually means. Some 11 years have elapsed since the chimera of the
hourly service was first raised, and given the current financial problems I don't think we
can blithely assume that it's in the bag (whatever "it" is), especially when the dust settles
from the forthcoming general election. I know a lot of members are concerned about the
consequences of cuts whoever comes to power in Westminster - the reality is that in Mid
Wales a large percentage of journeys on our line also involve travelling outside the core
Wales and Border franchise area, and members and other passengers will be effected
whichever way the wind blows even if WAG insulates Mid Wales. Another RUG believes
that a source had told them that the DfT is planning a 30% cut in the rail budget. That
there is not even a consideration of a trial of vertical integration to compare costs in the
circumstances is beyond belief. RUGs like SARPA are not fools and know that cost, efficiency and the correct structure are key to delivering our objectives. As we've have said for a decade or so now, the bloated cost base and inefficiencies of the privatised rail network need addressing. The days when the cracks could be papered over by pouring more money in appear to be gone. Billions that could have transformed our rail network have effectively been lost. For every passenger journey made by BR it needed roughly £4.50 of revenue at 2008 prices; today on a network the same size nearly £9.00 is needed. If you've ever wondered why the fare you pay seems so expensive this is part of the reason why. So what's the answer? There's a belief that the current system can be made to work, and that by tinkering with franchise length we can find the pot of gold at the end of the rainbow promised by rail privatisation's architects. The thinking is that we are not far off and some adjustments are needed. We beg to differ. The only country in the world to follow the UK's free market thinking, deregulated approach to public transport - New Zealand - has renationalised its railways. No one else bothered; they just got on with investing in quality public transport networks. We have to put our hands in the air and admit the experiment hasn't worked. Playing the ATOC tune and letting the private sector "get on with the job" will just get more of the current Wales and Border type franchises, where poor perform- ance is not punished and profits put ahead of passengers and the economy for a long time. There's a golden opportunity post May the 6th to grasp the nettle and ditch the approach of the last twenty five years. The alternative is a new Serpell report at a time when rail should be vastly expanded for environmental and economic sustainability reasons. We could end up distracting ourselves with arguments and protests. That the bustituition argument has been comprehensively knocked down several times won't stop misguided future attempts. At the launch of the Regional Transport Plan TraCC and guests heard the view expressed that a quality long distance coach network- that will have to travel over rural Welsh roads - will attract car users! Sounds familiar? In this context it was the Traws Cambria network filling in gaps that rail currently doesn't provide. But if you think this despite the evidence to the contrary no doubt you'll try applying it elsewhere. The road lobby will temporarily clap its hand with glee but the economy will suffer. I don't believe there's the stomach to try and implement cuts, but they will be inevitable unless we are clever and relearn how to organise public transport efficiently. Gareth Marston Newtown, Montgomeryshire May 2010 |
| You can see what we said about the railway industry in the past by clicking on this link to our archive page. At present we have archived all the newsletters back to January 2006. We hope to add them all back as far as 2001 in the near future. |
| Please note that hyperlinks
included in the text throughout this site are intended for the benefit and information of our visitors. We try to include links that will be helpful for the understanding of railway terminology. They do not constitute an endorsement or recommendation on our part. |
Shrewsbury to Aberystwyth Rail Passengers Association (SARPA) 64 Churchill Drive, Barnfields, Newtown, Powys, SY16 2LH, Wales, United Kingdom © SARPA 2005-2010 All Rights Reserved Website:- Angus Eickhoff |