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.
Next, what if the Roads Review was ripped up?
I’m still not going to suggest any new stretches of road here either.
The focus here will be on the trunk road network. There’s no point focusing on anything more local than that. For a start, we don’t need any new stretches of motorway-standard road – so no north-south motorway or dual carriageway. I’m in partial agreement with Mark Drakeford there; it would be one of the stupidest things we could spend money on, transport-wise. A decent standard single carriageway road with overtaking lanes (known as a 2+1 configuration) isn’t that ridiculous an ask though.
The alternative is to upgrade existing dual carriageway trunk roads to motorway or near-motorway standard, then issue a declaration through regulations (as happened in Ireland).
In most cases, that means:
- Giving the route an “M” or “A (M)” designation.
- Numbering junctions.
- Grade separation of junctions (where this isn’t already the case) and preventing movements across the central reservation.
- Providing either a continuous hard shoulder or a refuge every 400-800 metres.
- Replacing existing signs (from green to blue background) and installing matrix signs.
- Providing alternative routes for traffic banned from using a motorway (such as tractors and cyclists).
If any of these can’t realistically be provided, then the road should remain an A-road.
Without building a single stretch of new road (Third Menai Crossing aside), or making major changes to existing road regulations, Wales could potentially increase the length of its motorway-standard road network from a little over 136km (85 miles) to 447km (278 miles) relatively easily.
It would still come at a cost. Several junctions would need to be grade separated or replaced by bridges (i.e. Resolven, A40-A465 at Abergavenny, Cross Hands roundabout). The cost of a single grade-separated junction can vary depending on the design.
There would be a cost to providing hard shoulders, refuges, new central reserves, matrix signs (the big ones cost up to £500,000 each) etc. But it would be a fraction of the cost of a completely new motorway.
Trunk roads are owned, managed and maintained by the Welsh Government/Welsh Government agencies. All other roads are managed and maintained by local or regional governments.
Trunk roads are usually the preferred route for long-distance road movements like HGVs and to connect important settlements to each other.
Stretches of trunk road could be given a publicly available “grade”. This would be based on factors such as the surface quality, whether it meets present minimum design standards, road alignment and safety record.
This might help identify areas needing more localised improvements, similar to how Network Rail uses a Measurement Train to look for track defects etc.
Some trunk roads arguably shouldn’t be trunk roads anymore – whether that’s due to a poor safety record, poor road design or because they don’t connect primary settlements. Some roads ought to be trunked given their regional importance.
Taken all together, here’s what it could look like:
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