Rail replacement service

How ebike hire can bring ‘public transport’ back to old railway routes.

Many former railway lines have been turned into cycle and walking paths. This article explores one particular example where the addition of e-bike hire stations has brought public transport back to the line.

The Route

The Devon Valley railway in central Scotland closed to passengers in 1964, and closed completely in 1973. The railway ran between the two towns of Alloa and Kinross, and later for freight only between Alloa and Dollar.

Dollar Railway Station in 1957.

The line was re-opened as National Cycle Network Route 767, and also forms part of the ‘Devon Way’ walking route. The route between Alloa and Dollar is around 6 miles long.

The 6.2 mile railway route highlighted on the 1897 OS Map.

Creating National Cycle Network Route 767 secured the majority of the original railway alignment for the benefit of future generations, and kept the history of the line alive. The route is used by walkers, cyclists and horse riders.

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  Excellent signage along the route and multiple access points.

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  Road bridges along the route. Good tree cover provides rain protection.

The bikes

In 2019 the electric bike hire scheme known as ‘Forth Bike’ introduced hire stations at Alloa, Dollar, and at a town about half way between, Tillicoultry. For the first time in 55 years, the line provided a public transport service again.

It is now possible to get the mainline to Alloa train station, and change for an ebike to complete your journey up the old branch line.

Forth Bike electric bike station.

The electrically assisted ebikes can be hired by registered users, by tapping the handlebars with a provided user card. Alternatively a mobile app is available. The app is particularly useful for visitors.

The ebikes are very easy to use. There are no gears, and the electric assist is seamless – just start pedaling, and the motor kicks in to help whisk you away.

The Forth Bike hire scheme is also considering introducing electric assist tricycles. Tricycles will have larger carrying capacity and be suitable for those who struggle to balance a bicycle.

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  Clear instructions at each station

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  Instruction on the handlebars

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  The bikes are designed to be practical

Pricing is reasonable. For visitors or one off rides, you pay £2 per 30 minute ride and 5p/min after that. Or for more regular users monthly or annual subscriptions provide unlimited free 45 minute rides at a much lower cost.

The bikes must be returned to a station at the end of hire. For some journey’s this could be a limitation. However, it also means that the bike scheme operates much more like a railway! Meaning generally speaking fewer bikes are required, and maintenance of the scheme is lower, meaning low fare prices.

Trains vs Bikes

Perhaps an odd comparison, as the two can often be combined to great affect. Replacing a train with e-bikes does at first glance seem far fetched. However, let’s consider the benefits;

• e-bikes and straight uninterrupted railway routes allow anyone to achieve a fair average speed of about 15mph with minimal effort. The entire journey from Alloa to Dollar (Terminus) takes around 25 minutes travelling at 15mph.
• e-bikes are available to start your journey at a time that suits you. There is no timetable to follow. So instead of waiting for a train, you can get on with the journey straight away.
• Converting a disused line to a multi-user path with ebikes is much easier and quicker than introducing a train service. A bike on the line is worth 10 carriages in the mind.

And the disadvantages;

• e-bikes won’t keep you dry in wet weather. However, tree coverage along the lines can make a good job of deflecting the worst of the weather.
• e-bikes, as provided by Forth Bike, can’t carry your kids. At the moment this solution is for solo travelers only. There has to be a compromise, and until e-cargo bikes are provided, this is probably the biggest.
• e-bikes, un-adapted, do not suit people with disabilities affecting their ability to use a cycle. It is possible that some adapted cycles could be made available. However, this is another area in which trains beat bikes.

Conclusion

All being equal, many people would rather get on a train than ride a bike. However, if the bike requires minimal effort, and is quicker than waiting for an alternative, then the bike is looking more attractive.

Re-opening old lines as railways is expensive, very expensive. It’s often difficult, if not impossible to make the numbers add up. This is especially true in rural areas.

Securing a railway route as a multi-user path can be difficult too, but it is generally easier, and much more easily justified financially. In itself, a multi-user path is great for walkers, cyclists and equestrians. Railway routes provide safe and attractive routes for locals and tourists. Whatever the end goal, a multi-user path is a great way to secure the route.

By adding an ebike ‘rail replacement’ service it is possible to take the route and upgrade it’s offer, moving towards providing the public transport service of old.

Dee Valley Multi User Path

Imagine being able to walk or ride along a traffic free, steep hill free, route all the way from Wrexham to Barmouth. That was the dream back in 2011, and according to the Sustrans website, Route 85 still has the aim of achieving that vision,

“National Route 85 of the National Cycle Network in North Wales will run south from Chester to Wrexham and then head west towards Llangollen, Corwen and Bala to pick up Lon Mawddach at Dolgallau”

Sustrans website, January 2020, https://www.sustrans.org.uk/find-a-route-on-the-national-cycle-network/route-85/

Back in 2011 a report was produced to identify a traffic free route between Trevor Basin near Ruabon and Carrog near Corwen. A route was proposed and the first section up to Berwyn was completed, but since then no progress appears to have been made.

Continue reading below for a summary, or click to download the full report Download

Trevor – Berwyn

Between Trevor and Berwyn the study identified the old railway route and the towpath route. For this first section these were the only contenders. After discussion of the benefits of both routes, the route proposed followed the canal towpath.

In 2011 work started on resurfacing the towpath alongside the Llangollen canal, from Trevor to Berwyn. Once completed this towpath became National Cycle Network Route 85.

Since then it has been well used by walkers and cyclists. However it is not considered suitable for equestrians, and most cyclists, especially those with children, say it can be difficult to use at times. There are many stories about close shaves and actual canal dunkings for some unfortunate children. Regardless of the difficulties, it is the start of the route, and safer than either the A5 or A525 which travel up the valley.

Canal towpath leaving Trevor Basin in 2012

This section was always seen as the first section in a route that would go all the way to Barmouth. Here is a news article from 2011 describing the work and the eventual vision.

Berwyn – Carrog

Berwyn Train Station, Berwyn, Llangollen

Over the past 10 years, there has been little mention made of extending the route beyond the Horseshoe Falls. This is possibly due to the existence of the minor road North of the river, which is relatively quiet, and runs the distance between Berwyn and Carrog. However, it is not traffic free, and the undulating climbs along the way are hard going. It’s unappealing to families or casual leisure users.

Approximate route options in Berwyn – The favoured route included a new crossing of the Dee.

The 2011 feasibility study considered various routes between Berwyn and Carrog. The route proposed included a new bridge over the Dee below the horseshoe falls, and after that largely followed the route of the railway line. It took a significant, but picturesque, detour to avoid the railway tunnel.

Overview of the on and off road roads considered between Berwyn and Carrog.

If you would like more detail on the route options considered between Berwyn and Carrog, and the proposed route, I’ve plotted them here. The routes are theoretical, and many engineering challenges were highlighted by the study. Many questions would need to be answered about access and cooperating with the railway. However running so close to the railway would mean gentle inclines for people using the path, and fantastic opportunities to combine using the path with using the railway.

Llangollen Railway in the Dee Valley just outside Glyndyfrdwy

The feasibility study was carried out in 2011 by Richard Broun Associates. They estimated the total cost of the path would be £2.9m (approximately £3.7m in 2020). The majority of this, about £2.4m (£3.1m in 2020), was apportioned to the cost of the path between Berwyn and Carrog.

Beyond Carrog

Corwen is the main town approximately two miles on from Carrog. From Corwen the original vision was for a traffic free route to Barmouth. The first two miles from Corwen to Cynwyd already have public access on foot. The last 10 miles between Dolgellau to Barmouth is already serving as a well known multi user path. There is much potential along between the two.

Cycle Parking, near the Pont Y Ddraig Bridge, Rhyl – Could People travel traffic free from Llangollen to Rhyl?

An alternative vision is one that brings us to the coast a few miles sooner; If the Denbigh Ruthin and Corwen Railway and the Vale of Clwyd railway line (Rhyl-Denbigh) can brought to life as a multi-user path, then we would have a traffic free route between the Dee Valley, the Vale of Clwyd, NCN 5 and the seaside!

A traffic free route, suitable for walkers, cyclists and equestrians from Trevor to Barmouth, or Trevor to Rhyl – remains a dream. Let’s hope one day all of these routes become a reality.

Making it happen?

Of course it will take more than hope to make any of these traffic free routes happen. What is needed…

• A good understanding of the barriers to progress – why has this route not been progressed in the past 10 years? How can the issues be overcome? If you have any information, please let me know!
• A lead organisation – The obvious organisation would be Denbighshire County Council. But the Clwydian Range AONB team may also be able to take a project of this sort on. It could be that a number of town and community councils along the route get together to lead the project. Whoever takes the project on needs to be committed to delivery, and be sure that that is what Denbighshire residents, businesses and visitors want to see happen.
• Funding – The Dee Valley path is a leisure route. Active Travel funds are not available for leisure routes. So we’d be looking for grant funding, crowd funding or a mixture of the two. Initially funding would be required to update the feasibility study – an approximate cost of £5k-£10k. But, as described, we’ve been here before – before spending this money, we need to see a very strong appetite to complete the project if shown to be feasible.
• Landowner and other stakeholder agreement – Speaking to all stakeholders including residents, businesses and landowners early on, and keeping them informed throughout would be key to success. Landowner buy in, and benefits for land owners must be obtained.
• Planning permission – Good design and local buy-in to the benefits of the route would help ease any planning application through.
• Pressure to get started and to complete the job – this is where campaign groups, town councils, businesses and individuals can help. They help by engaging with a lead organisation through democratic means to ask for progress on traffic free leisure routes. Although the two can overlap at times, this is different to asking for progress on Active Travel.

User stories identify barriers

Utility cycling, Active Travel, cycle commuting – cycling for everyday trips will only take off when it becomes more convenient than the alternatives.

Utility bicycles parked outside a supermarket

A major barrier to cycling becoming more convenient is the perception and reality of danger on the roads, caused by vehicular traffic. The solution is to reduce traffic levels and even more effective is to provide separated cycling facilities.

However, this is not the whole story. Taking a ‘Build it and they will come’ approach will only work in circumstances where ‘building it’ means that cycling becomes the most convenient method of transport. In Cities this is generally the case, as traffic congestion can be a real problem.

But outside of cities in small and even large towns, congestion is not that much of a problem. And ‘building it’, if that is all that is done, could see a reasonably coherent network seeing very little use. This causing willing authorities problems, as it then appears that demand does not exist.

So what else needs to be done, let’s consider a user story, a trip to a supermarket for an adult travelling alone…

Option 1 – The currently chosen mode: The car: Find keys, walk short distance to car, drive feeling safe to free car park, shop, put shopping in back, return.

Option 2 – What we’d like to see more of: The bike: Change clothes, find helmet, find lock, find lights and backpack, get bike out (fix puncture?), ride slowly down pavement as worried about traffic, park and lock bike to suitable object, shop, put shopping in backpack or hang on handlebars (eek!), return.

For most people the bike doesn’t win. It does for some people; myself included, but for me the bike option looks like this…

My bike trip: Pick up helmet, don’t change clothes, bike outside my house ready to go with lock/lights/mudguards/rack, ride straight down
road feeling safe as used to traffic, park anywhere with wheel lock on, shop, put shopping on rack, return.

So I choose to cycle to the supermarket because it is easily as convenient for me as driving, plus I enjoy the ride.

I think it is easy to see why habitual car users continue to choose the car when faced with the original bike scenario. I also think it’s clear what ‘we’, and the authorities can do to help reduce barriers to convenience.

For these barriers the following may help;

1. Segregated cycle path network.
2. Long term loan of utility cycle with suitable equipment, or scheme to make that type of cycle more accessible.
3. Bike hangar on road for secure parking but easy access.
4. Cycle training in a fun social setting to improve skills and confidence.
5. A cycle event to help break the habit in the first place.
   

We can use the user story to help understand barriers and then identify solutions. If we understand, and solve, the barriers faced by the next 1% of would-be cyclists, then we can incrementally chip away at modal shift.

Prestatyn – Dyserth Way

Starting from Gas Works Lane in Prestatyn, this 2.6 mile off-road route follows an old railway route up to the edge of Dyserth. Gas Works Lane is just off the main bus stop in the centre of Prestatyn. There is some cycling signage near the start, but you’ll have to keep a keen eye out to spot it!

Gas Works Lane

Along the route, ‘Y Shed’, a community and business space has been set up. Their history exhibition and cafe provides an interesting and pleasant stop for anyone travelling along the route. More details can be found here.

As you climb higher the views over the sea are spectacular. The route is well used, especially in the central sections, so expect pedestrians at any point.

Along the route there are various benches and points of historic interest, including many bridges and an original crane.

When the route arrives at the edge of the village of Dyserth there is little to mark the end of the route, and no indication of how you might continue. Thankfully Denbighshire county council have plans for continuation into the centre of Dyserth (see INM-Den-Dys-C020 – High Street). Many people will use this route in a linear fashion, but a loop around past the famous Dyserth waterfall is perfectly possible.

A map and further details of the route can be found on the Denbighshire County Council website, click here to see their map.

What’s wrong with Lon Clwyd?

Lon Clwyd runs 7 miles from Rhyl to St Asaph. Details of the route can be found on the Sustrans website here.

Lon Clwyd as described on the Sustrans website.

The original ‘Lon Clwyd’ plan was conceived as an 18 mile route from Rhyl most of the way up the Vale of Clwyd to Ruthin. The plan was to utilise the disused Vale of Clwyd railway line.

After much controversy we ended up with a 7 mile route using a mixture of on road, on pavement (‘shared’ use) and near-road paths. And while there are some really pleasant, quiet and scenic sections along this route, there are also some issues. Issues I hope we can learn from if or when we look to improve links within the Vale of Clwyd.

What’s wrong with it?

Where does it start? There is no distinct starting point in Rhyl. To the average holiday maker in Rhyl, they don’t know about this route. Who knows where the route starts, or where it goes? A statue or gateway entrance always creates an impression. This route does not have a feature like that.

Maze like start. If you do catch the route, then the first mile or so takes you through a maze or busy feeling residential / industrial roads. Having to tack back and forth, turning back on yourself after climbing to cross the railway line. You do have to get over the obstacle, but other routes were available. The start of a route should be easy and as wonderful as possible to draw people in.

Gates, gates, gates. There are far too many gates forcing cyclists to dismount and causing problems for anything but standard cycles. Coming to a stop and having to re-start uses lots of energy and is very off-putting. It disturbs the flow of a route. If you have a non-standard cycle, then a gate can be a complete blockage to you using a route.

Horrible. The most obvious failure. Heading South, after Rhuddlan, the route follows alongside the dreadful dual carriageway, the A525. Busy and noisy, it’s not a pleasant place to cycle alongside. It’s really rather horrible…

Narrow path alongside the A525 Rhuddlan – St Asaph. Not a pleasant place to ride a bike.

Lack of facilities. There are no dedicated facilities along the route. It’s a chicken and egg situation for cafes. They need footfall, but footfall demands facilities. But the route also lacks maps and benches. Let alone simple lunch shelters, maps or shared tool stands.

The route doesn’t link well to points of interest along the way. For example there is no safe route to Rhuddlan castle, or to the centre of St Asaph.

Little promotion. The route is not really promoted. There may be the odd leaflet or signpost, but that’s it. You could advertise the route via the usual means, or you could organise special events to highlight it’s presence. Of course, it’s not a great route, so maybe that explains why nobody in tourism seems to care.

It’s not long enough! The route should have continued on to Denbigh and from their to Ruthin. With talk then of carrying on South to Corwen, this could have been, and still could be an iconic route.

Why point this out?

I’m hoping this criticism can be used constructively. When we look to build a new route, we can take learning from the mistakes of the past.

As I mentioned there are some really pleasant, quiet and scenic sections along this route, some of the issues could be sorted out North of Rhuddlan. Changing the gates, or just re-routing to the West of the river would make a huge difference. South of Rhuddlan, the A525 route will take much more thinking about to fix.

With all interested parties working together I’m sure we can do something to bring about change. Let’s see what we can do!

Denbighshire Route Mapping

New map! This map shows routes planned by the council within settlements (as shown by the council’s Integrated Network Map). Still only cycle paths and shared use paths. No footpaths yet.

+ I’ve also marked residential areas and a handful of key destinations. I think this helps show which paths could be useful and where any gaps exist. This is primarily about Active Travel, and providing feedback to the council.

+ I’ve also added (in dark blue) various options for linking some of the main settlements. I’ve added these not as plans, but just ideas to promote discussion. These routes could be used for leisure or Active Travel, but because they are inter-settlement routes, they are not the focus of the Active Travel Wales Act.

The base map shows existing infrastructure. You can change the base map to suit your own viewing preference using the menu on the right. You can turn plotted features on/off using the menu on the right. Hopefully individuals and groups within Denbighshire can use this map to provide feedback to the council and to help develop ideas.

Map link: https://maphub.net/warren-davies/DCC-INM-2017-POI

To improve the map further I’m looking for ways to allow collaboration; allowing points and comments to be added directly to the map.

Roadside vs Railside

Is there anything to be said for cycle paths alongside roads? How do they compare to paths along disused railways?

Disused Railways

Converting disused railways into cycle paths creates wonderful traffic free routes for walking and cycling. Disused railways typically have shallow gradients, and good sight lines. They can be wide enough to allow two way and shared use while ensuring safety.

For leisure purposes, especially with kids, disused railways are great. For commuters, their routes often cut directly into the centre of towns and cities, leaving behind traffic. For those touring, railway routes are easy to follow and a break from the threat of traffic is always welcome. Aside from the reduction in risk of injury, there is also less noise and pollution.

On the other hand, sometimes solo cyclists can find railway routes monotonous. Some routes are filled with historic interest, and feature stunning views. The Chester Greenway through Blacon includes lots of information about the old station and railway. But sometimes being stuck in a cutting, with thick tree curtains either side, with only the occasional, and seemingly identical bridge to break things can be somewhat bland.

Some users will enjoy the remote feeling of some railway routes. Others may find a route so detached from the road network, or passing through industrial depots, especially in the dark, quite unnerving. Personal safety, and perception of safety along a route is should not be overlooked. Good lighting, and policing can go a long way to help in this respect.

Roadside paths

Well designed segregated roadside paths can have something to offer, and at times can be more user friendly. As always, this varies from place to place, and use case to use case.

Currently the vast majority of our roadside cycle paths, up and down the county, are poor to the point of being unusable. Narrow paths, little segregation, barriers, tight corners, multiple dismounts, poor surface, little integration. These are all features we have now, that we do not want in any future infrastructure. Good design guidance is available and there is no reasonable excuse for not following it.

Roadside paths can offer direct routes to and from the centre of a settlement where railway routes skim the outer edges. Sometimes the main road is the main road for a reason – it offers the best route, less hilly or more direct.

Being on a roadside route can provide a sense of security. They are generally well lit, and people are about; even if they are in cars! Should you need to be rescued for whatever reason, help in whatever form will always be able to get to you.

Aside from user experience, roadside paths are possibly less controversial. Getting permission and land is perhaps more straightforward, making roadside paths more deliverable.

Conclusion

Good design can help alleviate negatives from both options, and of course, a mix of both is perfectly possible. While I’ve focused on two types of path here, many other options exist – for example bridleways, closed lanes and towpaths can all be a part of the mix.

Lon Clwyd Feasibility Study

Exert from the Feasibility report.

Click here to download the Lon Clwyd feasibility study produced by Richard Braun and Associates for Denbighshire Council in 1999.

richard-braun-and-associates-lon-clwyd-feasibility-1999Download

One of the most striking things from this study is the costing. They have calculated the cost to build the entire Rhyl-Ruthin route to be £1.7m (£2.5m in today’s prices). That seems like great value for money! Plus we already have a route from Rhyl-St Asaph, roughly half the distance of the entire route.

Denbighshire Integrated Network Map

The INM (Integrated Network Map) shows an aspirational network, including potential new routes and upgrades to new routes.

I have collected together the contents of Denbighshire County Council’s maps, and plotted all shared use paths and cycle paths (not pedestrian paths) on one interactive map.

Key;

Light orange = Cycle Path
Dark orange = Shared Use Path
Pink = Name of path not clear. Please refer to DCC documents.

Please note the information has been taken from the DCC maps as accurately as possible, but errors may exist. INM Source maps can be found here: https://www.denbighshire.gov.uk/en/resident/parking-roads-and-travel/cycling-and-walking/active-travel.aspx

You can view my interactive map here.

Llangollen Big Pedal

The Big Bike Ride event was organised by Llangollen Friends of the Earth, and was part of the Sustrans ‘Big Pedal’, a national event involving over 2,000 schools. More than 70% of pupils from both the English and Welsh medium primary schools decided to cycle, scoot, or walk to school that day instead of travelling by car.

The event in Llangollen was covered by ITV Cymru/Wales as well as BBC Radio Wales. You can read more about the event here.