The first half of this series focused on general transport issues – not only those that need to be addressed under devolution but are key to managing transport after independence too.
These final five parts are what you’ve been waiting for. It’s time for specifics, including a look at some of the transport policies available to us after independence.
The first stop on that journey is roads and active travel.
Aside from those areas already devolved to Wales:
The Highway Code: We would end up with a separate version of the highway code eventually, but the extent of any changes would be down to politicians. The fundamentals are unlikely to be any different to what they are now.
Road signs & signals: Already devolved to Wales (Part I), but changes would need to be supported by evidence (i.e. whether a yellow background makes a sign easier to read).
Imperial measurements for speeds and distances: No urgent need for a change to metric. You would have to change every road sign with a speed or distance on it; not cheap. Would be best approached as part of a general review/audit of road signs.
Road numbering (non-trunk roads): Trunk roads probably could be re-numbered (the A470 becomeing the A1 or T1, for example), but all other roads would retain their current A/B4XXX or A/B5XXX designations.
Vehicle technical & safety standards: Alignment with DVSA and VCA standards. Any changes deemed to be necessary would be overseen by a Welsh equivalent agency or government department (see: IndyWales & the DVLA). We could otherwise align with EU regulations and ratings (Euro NCAP) for vehicle safety.
Vehicle/driving licence categories: They’re aligned with European Driving Licence categories anyway, even post-Brexit.
Standards for professional drivers & driver hours: Alignment with DVSA standards, monitored by a Welsh equivalent agency or a government department (see: IndyWales & the DVLA).
International driving rules: In some countries, you need an international driving permit if you’re staying longer than a set number of days. Wales would be able to negotiate requirements separately, but they’re likely to remain the same immediately following independence. Assuming the Common Travel Area remains in place, driving in England, Scotland, Northern Ireland, Ireland and the Crown Dependencies won’t be counted as “international driving”.
Exemptions from traffic regulations and speed limits (for emergency vehicles): Self-explanatory, but could apply to things like cross-border police pursuits.
Taxi & private hire licensing – The Welsh Government has published a white paper on this to future-proof the sector. You can find out more here.
Cyclists shouldn’t need compulsory insurance or numberplates: This has been suggested recently, but the strictness of licensing, training and regulatory regimes for different forms of transport ought to be based on their relative impact and the level of responsibility to other road users. More on this shortly.
Ongoing improvement to walking & cycling facilities: Keep the Active Travel Act. Change the street design guidance, how routes are prioritised and increase spending (where possible). The funding target for campaigners is £60-per-head (equivalent to £186million-a-year). In Wales, it’s currently around £22-per-head (£70million as of 2023).
