A PROCESS NOT AN EVENT?

There was a time when most Government’s (regardless of political hue) would at least pander to the idea of taking a longer more thought out view when it comes to economic development. They would at least try to provide the best conditions and framework to enable the private sector to grow and flourish. Sadly with a few exceptions this attitude appears to have quietly died (sometime in the 1980’s) as politicians concentrated on short term popularity and tax breaks and getting their noses back into the trough after each election.

Working public money hard?

Much has rightly been made, from time to time,  about the state of our High Streets, the economic consequences of their imminent demise and the pressing need to do something about it. Politicians (from the usual suspects) have periodically rolled out the usual cliches about redevelopment and regeneration and then after having paid some lip service to the idea of reviving our high streets carry with business as usual. 

This is not cynicism on my part merely a result of some thirty five years of observation on what has happened to my home town (Newport) and to the small towns of Monmouthshire and much of the Gwent valleys. We have all seen far too much talk over the years and scant action on the part of local politicians and the inhabitants of the Westminster village. 

There are two key elements (amongst others) when it comes to creating economic circumstances which will favour the growth and development of small to medium sized local businesses and enterprises. Firstly there is a need to give local high street based businesses a fair and level playing field upon which to operate and secondly there is a need to give the public relatively easy and cheap (If not free) access to the high street. 

More locally when it comes to development (or redevelopment for that matter) our Local Authorities need to develop a realistic and sensible long term economic view when it comes to planning policies and regeneration. Planning polices need to favour local businesses and small to medium sized enterprises – there needs to be a more thought out and more consistent approach to dealing with planning applications for in, out and edge of town retail developments. 

Our Local Authorities are still far too often tempted by planning gain as developers offer includes, sweeteners and inducements to ease the passage of proposed developments. Council's fear the costs of planning applications (particularly those from larger retailers) being taken to appeal if original outline planning permission is refused. They may even be advised by Council officers of these potential costs if a development proposal involving a larger (potentially more aggressive) retail company goes to appeal - so much for local democracy!

Local Authorities also often fail to have properly researched retailing policies within their development plans. If retailing needs have not been assessed properly then it is very difficult for Local Authority planners to refuse any potentially damaging planning applications from developers, which results in local small businesses, consumers and our communities paying the price. 

Since the 1980’s every Westminster Government has talked about promoting the vitality and viability of our larger and smaller  towns, or at least paid a form of lip service to it. Over the last thirty years or so many retail developments have consistently undermined this aim, as local authorities have effectively turned a blind eye to the consequences of out of town or edge of town retail developments on the edge of market towns in England and Wales. The economic reality has fallen well short of the verbal aspiration, a quick look at the damage that has been done to Newport, Pontypool, Abergavenny, Chepstow and elsewhere in Wales.

Let’s at least be honest, how can we expect local regeneration schemes to work, when the once thriving commercial heart of our high streets has already been seriously damaged by an inability to compete with the aggressive tactics of supermarkets and larger retail chains chasing an ever larger market share. More than ever, our planners need to think about the long term economic consequences of planning decisions, to take the longer term view, rather than get fixated on short term financial gains and questionable inducements from developers.

If you live in various parts of Gwent or are intimately familiar with your home community, then over the years you will have noticed that redevelopment / regeneration comes and goes in phases, in any particular community or town regeneration schemes will have cleaned areas up, built in cycle routes, created transport plans, pedestrianised streets, reopened them to traffic, re-pedestrianised them and (as is the case in Newport and no doubt elsewhere) made certain streets shared space with both cars and pedestrians (this is not as crazy an idea as it sounds, and actually works) and so on. 

Parking has been restricted, created and removed, made it free and charged for it, bus lanes have been created, removed and the hours when bus lanes operate varied. Now this is all well and good and may reflect the latest trend in regeneration and development, but at the end of the day has it made the places where we live, work and shop any better? Has the regeneration process or scheme increased or generated wealth in our communities or provided people with the opportunities to get jobs, to go into business for themselves or generate wealth? 

One of the unintended features of redevelopment is that quite often it is (or is perceived as being) driven from the top down i.e. by elected bodies whether they be Town or County Councils or the National Assembly. Regeneration is a process that merely consults after the plans have been drawn up rather than before, during and after - any process run this way runs the risk of becoming deeply flawed. Local communities and towns and cities of South Wales have over the years has been the recipient of much grant aid, development and redevelopment schemes and initiatives - how can we measure success? 

Measuring a regeneration schemes success should be a key factor in any regeneration scheme. This is the key question that needs to be asked - after the cement and the paint has dried, after the development / redevelopment / regeneration professionals have banked the cheque and moved on - have the various schemes made a difference. I mean beyond any immediate physical improvements to the environment, have they made a real difference when it comes to wealth generation in the area affected by the regeneration scheme and can the people who love here actually see and benefit from the change? 

If the end result is in reality a makeover, and the targeted community is no better off, save for being bereft of the 'regeneration funds' that have been effectively hoovered up by professional regeneration companies - is this success? How do you make regeneration projects work beyond the tick box list of the regeneration schemes managers? One key component that is often ignored or marginalised during the regeneration process is the communities greatest resource - its people.

If we truly want to build and develop strong sustainable communities then any regeneration scheme should from the start and at every stage of the process. We don’t need regeneration professionals coming into an area and engaging in a largely token consultation process. They should directly talk to local people (who are an asset to the process) and actually find out what they would like to be done, what they actually want for their community and their town.

If you are reusing or renovating old buildings then any regeneration scheme needs to ensure that old buildings can make a living after the regeneration scheme is finished. If we do this rather than merely making a token gesture towards public consultation then any regeneration schemes will, with hard work really begin to deliver tangible benefits to our communities. 

Regeneration schemes and projects should be bottom up rather than the top down. The bottom line should be when spending public money, work it extra hard and squeeze out every single possible benefit and maximise the impact locally of the regeneration process and build local benefits into the tendering process - whether by employing local people, using local resources, local skills and local input. As had been said elsewhere, regeneration should be a process rather than a cash extracting event.

IMAGINARY TRAINS...

Imaginary trains...

Now and then, if you look very quickly on Newport Station, you can sometimes see the platform indicators flagging up an Ebbw Vale bound train. Blink and you might miss it - this may be the closest many rail passengers will come to seeing a ghost train. Despite regularly oft-repeated promises from the Labour in Wales government in Cardiff and more locally elected Labour in Newport representatives, there is no sign any time soon of a permanent rail connection between Ebbw Vale and Newport.

The Ebbw railway line reopened in 2008 carrying a years worth of anticipated passengers in a few months. From the start the new rail service failed to connect to Newport and the rest of the south east - a variety of lame excuses have been offered which fail to conceal that fact that the Welsh Government has been dragging its feet. Somewhat ironically periodic upgrades to track and signals in and around the Cardiff area meant that services do actually occasionally start and terminate at Newport.

The failure to connect the Ebbw vale line to Newport means that commuters living in the communities in the Ebbw valley are unable to travel directly to Newport by train and have little choice but to use their cars. They are denied the opportunity of catching connecting trains to Bristol, Cheltenham, and beyond as well as travelling slightly more rapidly to Cardiff in the morning and back again in the evening.

This was either simply a bad short-sighted decision that resulted in commuters having no choice but to choose to drive to work or was a deliberate decision. This lack of an easily accessible alternative helps to feed congestion on the M4. If we are lucky at some as yet undetermined future date the Ebbw vale link may actually begin to benefit those commuters who daily travel east to and from work.

Nothing to see here, move along...

What seems to be missing here in Wales is any real element of reopening old (or building new) railways as has happened in Scotland. In Wales in the last 17 years there have been 2 successful railway re-openings carried out by Network Rail at the request of the National Assembly; the Vale of Glamorgan Railway Line (re-opened on Friday 10th June 2005) and the Ebbw Valley Railway Line (partially re-opened on Wednesday 6th February 2008). These were largely administrative rather than legislative projects, and save for the existence of the National Assembly they would have lingered on somewhere on Network Rails’ priority list.

The National Assembly, has been (with a few exceptions) been pretty muted when it comes to making the case for rail. This has certainly not been the case in Scotland, where bills to reopen old railways have been vigorously debated, scrutinised, amended and passed by the Scottish Parliament. If we are serious about integrated public transport then we are going to have to get serious about how we are going to develop and redevelop our under invested public transport infrastructure.



The Transport (Wales) Act, in February 2006, gave the National Assembly the powers but not the political will to plan and co-ordinate an integrated transport system. Future development plans will be complicated, as back in March 2017, the Westminster Conservative government decided, whether by accident, design or as a result of a general indifference to Wales (and Welsh interests) not to devolve control of that portion of Network Rail to the Wales but to retain it in London.

The largely non UK owned rail companies have continued to ramp up rail fares and have quietly attempting to reduce rail services (they have been thwarted in the later endeavour by some well organised local pressure groups in the case of Severn Tunnel and Chepstow in South East Gwent). All of these things have been done with the tacit co-operation of various Westminster and Welsh Governments and the Department for Transport (in London) certainly for 2 out of the 3 of these august bodies our transport issues and our infrastructure will never be a priority.


It would be nice if the government in Cardiff woke from its self induced slumbers and took the long term view, and actually put its money where its mouth is and work to redevelop our rail services, to boost the development of rail freight and to co-ordinate rail and bus services across the whole of Wales. To do this effectively Wales needs to have full control of its transport policy and transport budget devolved as quickly as possible and the Wales franchise should be run on a not for profit basis.



If we could create a not-for-distributable-profit organisation to run our railways; then profits would be available to invest in rail services. This could mean more frequent services in the South Wales valleys, more frequent journeys to West Wales and on the Cambrian line, as well as additional services between the north and south of Wales.

This could also mean more investment in new rolling stock to help keep pace with increasing passenger demand.  This is sadly not going to happen anytime soon, which is a real pity as a delivery model that is better suited to the needs of the people in Wales rather than the foreign state-owned railway shareholders dividend can be developed, would be a sensible and popular decision.  

Locally Abergavenny, Caldicot, Chepstow and Severn Tunnel railway stations should be real local transport hubs, with fully integrated local bus services and better rial services. Better facilities for passengers are needed, as is the provision of adequate safe secure parking facilities, which are urgently required.

Plaid in Monmouthshire has previously called for feasibility studies into the development of a Parkway Station at Little Mill and the possibilities of re-opening the railway line from Little Mill to Usk. The development of a new railway station to the west of the town of Usk would significantly benefit local commuters, rail travellers and also reduce road congestion. 

The re-opening of Pontrilas Railway station (in south Herefordshire) for passenger traffic and timber shipments would also help. As would a realistically scoped feasibility study into developing regional rail freight services, removing heavy Lorries from local roads.


Such developments would provide a regular rail service to local people and reduce the ever-increasing traffic burden from already overcrowded roads. Local priorities should be the completion of the final stage of the rail-link from Ebbw Vale to Newport and railway stations at Caerleon (which has been in the UDP since 1986), and it should not be a case of a station at Llanwern or Magor but both as they would all help to reduce road congestion and bring benefits to local commuters and rail passengers.