As political parties in Wales ramp up their campaigns for the Senedd election in May 2026, a leading transport expert has laid out three critical railway priorities that must be at the heart of their manifestos. Professor Stuart Cole CBE, Emeritus Professor of Transport at the University of South Wales, argues that the future of Welsh railways hinges on integrated travel, fair funding, and a proper relationship with the proposed Great British Railways (GBR).
The Three Pillars for Welsh Rail Success
The first and foremost policy must be the creation of a truly integrated passenger transport network. This 'hub and spoke' system would guarantee seamless connections between trains, buses, active travel options, and park-and-ride facilities. The goal is to provide wider geographical coverage, more frequent services, and lower fares. Professor Cole notes this discussion has been ongoing since he advised on the 1985 House of Commons Welsh Affairs Committee report on Public Transport in Wales.
The second vital policy concerns adequate and fair funding. Wales currently suffers from a short-term, high-risk funding model from HM Treasury, which stifles long-term projects like the seven-year Valley Lines electrification. Cole highlights that this scheme received only 12% of its total cost from Westminster, compared to full funding for similar developments in England. The funding formula for Wales' block grant must be aligned with the more favourable arrangements for Scotland and Northern Ireland.
The Battle for Control and The GBR Question
The third key issue is the relationship with Great British Railways. The UK Railways Bill proposes new joint working processes, but Cole warns these could see more schemes defined as 'England and Wales' projects, diluting Welsh influence. While Scotland will determine its own five-year High-Level Output Statement (HLOS) for rail funding, Welsh Government will merely be "involved in discussions".
Professor Cole has long argued for rail infrastructure responsibility and funding to be transferred to the Welsh Government, a move repeatedly refused by HM Treasury. He states that without this shift, the proposed GBR Cymru business unit will not attract any extra funding. The current setup restricts Welsh decision-making to just operating Transport for Wales (TfW) services, while infrastructure spending remains under the control of the UK Secretary of State for Transport in Whitehall.
A Call for Assertive Leadership
The evidence, according to Cole, shows little concern for Welsh travellers from either Conservative or Labour UK Government ministers. The Railways Bill offers no new powers for the Senedd and could allow direct funding from London to bypass the devolution settlement. Cole cites Professor Richard Wyn Jones's description of Wales' "under-assertive, passive relationship with Westminster" as "not kicking hard enough at the London fence".
Whoever wins the May 2026 election must aggressively challenge UK ministers and civil servants. The goal is to secure the transfer of infrastructure responsibility, along with compensatory Treasury funding for decades of underinvestment, and a future funding formula based on need. Failure to do so, Cole concludes, will allow the "irrationality" of projects like HS2 being labelled 'England and Wales' schemes to continue, directly to the detriment of Wales' rail network and its passengers.
