<-- The Story so far - Tracks 

The Ebbw Valley line was originally built to double track standard throughout. However, the infrastructure along the route was steadily rationalised over the years as freight traffic on the line dwindled. Finally there was only one operational track with basic signalling - although significant sections of the former second track between Lime Kiln Crossing and Aberbeeg did remain in situ.

The Corus works closed in May 2002. The last freight trains carrying scrap from the Corus works stopped operating in October 2002. There has been no freight traffic operating on the line since.

Investigations found that it would be feasible to re-introduce passenger services on the railway line only if substantial works were carried out on the line. New stations also had to be built.

The railway is heavily curved for most of its length and has gradients as steep as 1 in 65 in places. As a result, the freight line was relatively low speed - the final line speed was broadly 30mph from Park junction to Aberbeeg and 35mph from Aberbeeg to Ebbw Vale. In order to increase the line speed up to 50mph extensive re-canting of the track was required.

Most of the freight line track was re-laid in the early 1980’s. However, the rail was often serviceable material taken from elsewhere and significantly older.

Other than a short loop north of Park Junction, the line operated as a single section between Park Junction and the Corus exchange sidings using a token signalling system. The only other existing signalling infrastructure present on the branch, north of Park Junction, was that associated with the Limekiln crossing.

To support the initial hourly passenger services the following infrastructure works were required:

·         Upgrading of the existing track to passenger standards including provision of check rails on sharp curves

·         Re-instatement of double track from Risca – Crosskeys to form a passing loop

·         New colour light signalling

·         Renewal of the level crossing installation at Limekiln

·         Upgrading existing signalling at Park Junction

·         Construction of six new stations with pedestrian and road accesses, interchange facilities and parking.

The work has been procured through a design and build contract. The local authorities through which the scheme runs created a Responsible Body to procure the scheme as a Design Build Transfer (DBT). Amey were appointed as contractor for the scheme. Throughout construction, the work was managed by the Responsible Body. The Responsible Body has held regular meetings with the key stakeholders (Welsh Assembly Government, Network Rail, Arriva Trains Wales, Strategic Rail Authority) giving these bodies a direct input into scheme development.

Now that the scheme has been completed, components of the project will be managed by the appropriate statutory party, as follows:

Network Rail – ownership and management of the track and signalling

Arriva Trains Wales – day to day management of the services and stations

Local Authorities – control of the car parks