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Formally.
Contributions
108 contributions on record. Newest first, by sitting day. Page 1 of 3. Counted by Siambr
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Lywydd, hoffwn ddechrau gyda rhywbeth rydyn ni i gyd yn cytuno arno: mae tagfeydd ar y M4 o amgylch Casnewydd yn broblem fawr i bobl, busnesau a chymunedau.
Official English translation
Llywydd, I'd like to begin with a point on which we are all agreed: congestion on the M4 around Newport is a major problem for people, businesses and communities.
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I welcome the opportunity to respond to this debate. And in the first instance, I want to directly reference a point that Jayne made, that the people of Newport aren't just data points in this, and they're really important to the work I'll be doing. You need to know that from the very start, as the first point that you made. Everyone in this Siambr recognises that congestion on the M4 around Newport affects people's daily lives, businesses and the wider economy of the south-east of Wales. The question is how we solve it. This is a question that Labour proved itself completely incapable of answering in over a quarter of a century. We have done what the last Labour Government didn't: we have set out a clear route towards a real, deliverable solution. We are being honest about both the scale of the challenge and the work needed to address it. That is why I am proud to move the Government amendment. Let us be clear about where we are today. There was previously a relief-road proposal for the M4 around Newport—one that had cost tens of millions to develop. Labour Ministers decided not to proceed with it. Labour Ministers subsequently removed protection for this route. What was called the black route is no longer a live proposition because of these decisions. Art, in your question, then, you talked about the black route and you were in the meeting when we talked about why this is no longer a viable solution. If the Reform spokesperson had bothered to turn up to the technical briefing I made available, he would be in no doubt about this either.
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The motion calls for a relief road. If opposition Members are serious about solving this issue, they need to answer some basic questions. What road? On what routes? Through what planning and consenting process? And how quickly could it be realistically delivered? No opposition—[Interruption.] I'm not taking—. You've tried a lot, Ken. No opposition Member has brought forward workable answers to these questions today, but they are exactly the questions a responsible Government must answer before committing to major infrastructure. That is why the announcement I made on 6 October was important. We took a clear strategic decision that road-based and engineering solutions must form part of the long-term answer to congestion on the M4 around Newport. There is no debate about whether roads should form part of the solution. We have accepted that they should. The task now is to identify the right solution and establish a credible route to delivery. That is why the centrepiece of our approach is an 18-month study of engineering, technical and appraisal work. This is not—[Interruption.] No, Mike. This is not another exercise in deciding whether there is a problem or whether action is needed. Those questions have already been answered. The purpose of this work is to identify the preferred road and engineering solution, assess its deliverability, understand its impacts and establish a realistic pathway to implementation. In short, it is about moving from recognising the problem to delivering the solution. The motion claims that our response is inadequate. What is inadequate is calling for a relief road without identifying which road is being proposed, whether it remains deliverable and how it would actually be taken forward. The motion also calls on the Government to rule out junction closures. I understand why this issue has generated debate, but I'd like to correct some of the commentary surrounding it, much of it coming from the opposition benches, including from Natasha's contribution earlier. The report published alongside my statement does not recommend the closure of the three junctions. It identifies options for further investigation, including the closure of junction 27 at High Cross and restrictions to east-facing slips at junctions 25 and 26. Those are not Government decisions, they are options for investigation. The purpose of the work now under way is to determine whether any form of junction restriction could contribute to a wider solution and, if so, under what circumstances. That means understanding the impacts on communities, businesses, local roads and road users, alongside any potential benefits for motorway performance and resilience. This is a question we've been asked a lot in this, about the evidence. One of the things that the report has done—. We've shared that report in full sight of everyone, including the public. We will maintain that level of transparency throughout this process and share it as we go. It means engagement with local authorities, businesses, communities and other stakeholders. And it means following the evidence. If the evidence shows an option will not deliver the outcomes required, it will not be taken forward. In short, we have not announced a programme of junction closures. What we have announced is further technical work to assess whether junction restrictions should form part of a wider solution to improve the operation and resilience of the M4 around Newport. Llywydd, the most important decision that I announced on 6 October was that a significant road and engineering intervention is required, and that we should begin the detailed work necessary to identify it. This is the fundamental shift this Government has made, but critically, while that long-term solution is developed, we are also acting now. Where previous Labour transport Ministers neglected it, we are investing in the resilience and reliability as a critical national asset. We are progressing maintenance and renewal work on key infrastructure that, to be frank, the previous Government could and should have undertaken, and it didn't. We are improving freight movement across the region, and we are supporting improvements to rail and bus connectivity—improvements that the previous Government championed, but which Labour has dropped completely from this motion. Including in our conversations with the UK Government, I am proud that Plaid Cymru is taking delivering the Burns stations seriously. And here too I'd argue that we've made more progress on this in five months than Labour managed in five years. These are practical actions that can deliver benefits now while the longer term engineering solution is developed. Success will not come—
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I'm not taking interventions, sorry, Stephen. Success will not come from a single measure in isolation. It will come from combining a major road and engineering intervention with improvements to the existing motorway and wider transport measures that support economic growth and improve connectivity. That is the balanced approach we have set out. We are looking to reduce peak traffic on the M4 around Newport by around 10 per cent. That would be an order of magnitude greater than anything Labour ever attempted in 27 years. That represents a clear ambition to make measurable progress whilst longer term solutions are developed. As the work progresses, people and businesses must have a genuine opportunity to contribute. The decisions we will take will affect communities across the region. People rightly expect to be informed, consulted and listened to, and I have made a commitment to do it. [Interruption.] I'm coming towards the end. Llywydd, the people and businesses who rely on the M4 have waited long enough for progress. We have made a clear decision that road and engineering interventions must form part of the long-term solution. This is a serious and credible approach, focused on delivery, rather than opportunism and slogans. Others may want to play politics here—[Laughter.]
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—I don't. Diolch yn fawr iawn.
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Diolch, Lywydd. Before I start, I'd just like to correct the record, if I may. In the business statement today, the Trefnydd mentioned that I'd made a written statement on the Network Rail changes in the north of the country. I haven't made one yet, but I will be making a statement. I'd just like the record to show that, if I may. I'll turn to my statement, Llywydd.
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Heddiw, rwy'n rhoi diweddariad am ba mor wydn yw rhwydwaith trafnidiaeth Cymru a'r gwaith sy'n cael ei wneud gan Lywodraeth Cymru, Trafnidiaeth Cymru a'n partneriaid i baratoi ar gyfer newid hinsawdd. Mae lleihau allyriadau carbon yn parhau i fod yn bwysig iawn i ni. Ond, yn ogystal â hynny, mae angen i ni baratoi ar gyfer effeithiau newid hinsawdd, sydd eisoes yn cael eu teimlo gan gymunedau ledled Cymru. Mae pobl yn disgwyl i wasanaethau trafnidiaeth fod ar gael pan fydd eu hangen. Dyna pam mae gwneud yn siŵr bod ein rhwydwaith yn ddibynadwy ac yn gallu ymdopi â digwyddiadau eithafol yn gyfrifoldeb pwysig iawn.
Official English translation
Today, I am providing an update on the resilience of Wales's transport network and the action that is being taken by the Welsh Government, Transport for Wales and our partners in order to prepare for a changing climate. Reducing carbon emissions remains very important to us. But, in addition to that, we need to prepare for the impacts of climate change, which are already being felt by communities across Wales. People rightly expect transport services to be there when they need them. That is why making sure that our network is reliable and ready to cope with extreme events is such an important responsibility.
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The weather conditions—[Interruption.] Diolch. I appreciate that. The weather conditions experienced across Wales this year have demonstrated how rapidly climate risks are changing. Wales has faced prolonged rainfall, drought, extreme heat and significant wildfire incidents. These are not simply environmental issues, they are transport issues too. These events have reinforced the need to adapt our transport networks so that they can continue to operate safely and reliably in a changing climate. Later this month, the First Minister will convene a wildfire summit, bringing together the public and private sectors and trade unions to identify ways to reduce the risk of wildfires and make sure we are better prepared to respond when they occur. Extreme heat and wildfires have placed exceptional pressure on infrastructure, services, passengers and staff. I recognise the work of transport organisations, emergency services, local authorities, trade unions and other partners in maintaining safe travel and protecting critical links. Through my engagement with operators and trade unions, I have heard first-hand the impact that extreme heat, wildfire risk and other severe weather events can have on front-line staff. Their safety and well-being must come first. We will work with Transport for Wales and trade unions to make sure the experience of front-line workers informs the practical measures we put in place. Transport employers must plan for these risks, working with trade unions to identify measures that protect staff and support the safe operation of services. The challenges experienced across the network this summer demonstrated why this preparation is increasingly important. On the rail network, high temperatures required some trains to be withdrawn because of cooling-system problems. Infrastructure operated close to—and, at times, beyond—historic design limits, leading to speed restrictions and additional failures. But this is not just a rail issue.
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Although the most visible impacts this summer were on rail, resilience matters across every mode. Extreme temperatures affected bus services, while flooding, landslips and heat are placing growing pressure on roads and active travel infrastructure. The same principle applies to the international gateways on which Wales depends for connectivity, trade and economic activity. Our major ferry ports—Holyhead, Fishguard and Pembroke Dock—provide vital international connections for people and goods. The prolonged disruption at Holyhead in December 2024 demonstrated how important our ports are to communities, businesses and the wider Welsh economy. It also showed how quickly disruption at one strategic gateway can have wider consequences. The Irish sea taskforce was established in response, to consider how a similar incident could be avoided and how partners should respond if one occurred at any Welsh port. I intend to publish a six-month update on its recommendations this autumn. Investment is also strengthening port resilience. Stena Line has committed significant investment in infrastructure at Holyhead and Fishguard to improve resilience, connectivity and future capacity. During my recent visit to Ireland, I met Minister Canney and key stakeholders to discuss resilience and co-operation across these vital routes. I have also asked officials to prepare a joint exercise based on the scenario of an unforeseen Welsh port closure. These lessons about preparedness, co-ordination and contingency planning apply to other strategic gateways. Cardiff Airport maintains emergency planning arrangements for incidents including severe weather and winter storms. Across aviation and ports, preparedness depends on clear responsibilities, tested plans, and effective communication. Strong partnerships are equally important across the wider network. My officials have established the Wales transport adaptation working group, bringing together infrastructure managers, operators and key stakeholders to support a co-ordinated approach. I have asked Transport for Wales to take immediate steps to improve resilience to weather conditions that can no longer be treated as exceptional. In the short term, this includes strengthening maintenance and inspection regimes, working to improve the reliability of train cooling systems and taking practical measures to reduce heat impacts on rolling stock. Enhanced weather monitoring, clearer escalation arrangements and pre-planned operational responses will improve preparedness and help reduce disruption during periods of severe weather. The aim is simple: to act earlier, reduce disruption and keep people moving safely. Alongside these immediate measures, Transport for Wales is developing a longer term adaptation programme. This will embed resilience in the way transport services are planned, operated and invested in for the future. Transport for Wales will work closely with Network Rail, which operates much of the rail infrastructure in Wales, so that plans cover the whole network. Priorities will include better climate-risk information, stronger drainage and earthworks, resilient rail and bus specifications, new monitoring technology, and nature-based solutions. The work will also support the wider cross-Government approach to climate adaptation and resilience that will be reflected through the forthcoming climate and nature action plan. On the strategic road network, lessons from recent storms, floods and heatwaves are shaping how we manage and maintain our roads, helping us become better prepared for future disruption. We're also working with local authorities to strengthen the wider highway network and rolling out resilience and adaptation training across all 22 authorities. As we move into winter, preparations reflect the growing risks of heavy rainfall, flooding, landslips, storms and coastal impacts, alongside projections for warmer, wetter winters and more intense rainfall. The central lesson is clear: resilience is not simply about maintaining assets; it is about enabling people to travel safely and reliably. We cannot limit ourselves to responding to today's incidents. We must prepare for the climate of the decades ahead while continuing to reduce emissions. Working with our partners, the Welsh Government is taking practical actions to build a transport system that can withstand future pressures and continue to serve the people of Wales. We cannot prevent every disruption caused by extreme weather, but we can be better prepared, more resilient and more responsive. We can identify risks earlier, act faster when disruption happens, and make sure our network is built and maintained to withstand the conditions we know are coming.
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Ni allwn atal pob tarfu o ganlyniad i dywydd eithafol, ond gallwn baratoi'n well, ymateb yn fwy effeithiol, a lleihau effaith ar fywydau pobl. Dyna'r gwaith yr ydym yn bwrw yn ei flaen nawr. Diolch.
Official English translation
We cannot prevent all disruption that is caused as a result of extreme weather, but we can prepare better, respond more effectively and reduce the impact on people's lives. That is the work we are now taking forward. Thank you.
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Diolch am y cwestiwn, Jason.
Official English translation
Thank you for that question, Jason.
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I'm really pleased that Reform is starting to recognise that the climate is starting to cause us real problems on our transport network, because, ultimately, what we're dealing with is the result of years of not addressing the climate issues carefully and properly. On railways, Transport for Wales I think have managed to see the last—. We had five heatwaves, as we all know, during the summer, and those caused a huge amount of pressure on the Transport for Wales operations. What we noticed is that each time those operations were affected, the resilience was better, because it's not just about dealing with the consequences of that particular action, it's about making sure you improve, and that they improve time and time again. On your point about their service delivery, they've just appeared top of the tree when it comes to services in the most recent period, and I think that bears testament to the work that they're doing, particularly on the core Valleys lines. Specific improvements related to air conditioning—I think that's a really good point. The air conditioning needs to work for passengers and needs to work for the people who are working on the trains as well. We're carrying on with the investment in the rolling stock to make sure we've got the trains that are suitable for the future. We've still got old stock on our railways. They're going to be taken off those railways as we move forward. But a point that I made a few weeks ago in the Siambr about us being responsible for all of our rail network would enable us to do these things quicker, which at the moment your party doesn't support. I too was next to the Minister for rural resilience talking about flooding earlier, and I think the issues—. He made reference to transport, and I was going to make reference to the work that he's got going on, because this is a Government that's working hand in glove across our portfolios to make sure we support each other. One of the last points in my statement was that we can't stop every major incident from happening when it comes to the weather. These weather conditions are—. The new normal is quite different to what the old past was and it's catching up with us very quickly. But the point about being able to adapt very quickly and prepare ourselves for these issues is critical. And also I think that one of the things that particularly passengers want is that they want to know when things are going to happen. Making sure that we keep people informed is of critical importance. I'm glad you mentioned ports, because I've spent a lot of time in ports over recent months, and I too recognise the importance that they play. When I went to Ireland, what I found striking was the importance that Holyhead played to the Irish economy and therefore to the European economy of getting goods into Wales and through to the rest of the UK. Holyhead is the second biggest roll-on, roll-off port in the country. What we've seen is that the investment that's been made since the December 2024 report is about to come online. My key concern, though, is that the weather conditions will be as dangerous and we could see as many problems this winter as we've seen in previous winters, which is the reason that I've set a piece of work off that will test what we would do in these circumstances, because the last time this happened, it was very, very close to Christmas and people had to make decisions without having been through this before. So, this is about being clear about whose responsibilities are there and also the responsibilities of UK Government in this. Only UK Government can redirect ships. That's not my responsibility. So, working with them in this is absolutely key. I look forward to outlining the Irish sea taskforce recommendations. There will be firm recommendations out of there, and I hope to get cross-Siambr support for those recommendations because they talk directly to the resilience issues that you brought up. The final point that I just want to make—. You talked about roads. This is one of the things that I think is of most concern, and this comes back to the point I made in my Menai and M4 contributions a week ago. We need to make sure we invest in our strategic road network, because it's been underinvested in in the past. Taking care of our core assets is the key way of making sure we can maintain the resilience we've got now. So, that's a central plank of the announcement I made last week and it's something I'm focused on going forward.
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Diolch am y cwestiwn, Vikki.
Official English translation
Thank you for the question, Vikki.
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And thank you for the general support for this statement as well. I think this is the work—. This summer has been a remarkable summer. Things have changed, and I think even most people who were previously sceptical of climate change have seen the impacts of it all around us. I think people are seeing it in their day-to-day lives. Sometimes late to the party, lots of people, but, ultimately, that's been important. I think your point about the whole-system approach is really important. We've got the regional transport funds as well that have started on their process at the moment. Part of that is about making sure that they build resilience into their funding bids. I'll just reflect on Elyn Stephens's point in the last debate about getting over the Bwlch to get into the hospitals, and these are real issues that are part of this whole resilience package. Now, the strategic road networks aren't in those such vulnerable positions as some of the roads that are in the control of the local authorities. So, there is partnership working between the local authorities. I referenced it in my statement, and that's been heightened by the fact that the need to be able to solve things, whether it's education or health, is really critical to this. So, I'm looking for much improved regional transport plans that look at the strategic impact of making sure our roads are accessible over winter and summer, because the strategic road network is impacted by heat waves as well as by winter. Winter seems more acute, especially as we're going into it now. I'm really pleased you mentioned bus. I did reference bus in the statement, but bus is the key way that people get across our country via public transport. It's used by many more people than the rail service is and it's often, at times, forgotten. Buses were affected in this heat wave this summer. There were bus services that were drawn from operation because they were too hot for the driver to operate and also for the passengers in there as well. And I think the lessons learned from this are actually about moving ahead. You've mentioned bus franchising. A part of that is about a bus renewal plan, so the new fleet we need, the fleets for the future, and we've got lots of those. You've seen them. If you're around our capital city, you will have seen electric buses that have got air conditioning. They work really well. And we've got other places around Wales that are still using diesel buses without air conditioning. So, there is a plan to move all buses into that. But there's also some simple stuff we can do. When we paint a roof of a bus white instead of black, it makes a real difference. The Taith Cymru coaches, which we're launching in two weeks' time, have all got white roofs. White roofs take about 4 degrees out of the temperature of the cab. Now, that cab is air conditioned, but the fact you can therefore make the whole system work better and the engines work better without having to cool the cab is really important. So, there's some really simple stuff we can do as well. I apologise if I didn't say enough about the passenger. I think the passenger is central to this and I mentioned it in my answer to Jason a few minutes ago as well. Part of this is about being clear about our communication. There will be things that we can't address. There will be services that will have to stop where it's unsafe, because safety is the critical thing. But I think one of the things that we're getting a lot better at is understanding the forecasts that come in, preparing for them and being able to inform customers. Because part of what we all, I think, want is an integrated transport system. So, it's all very well if you can catch the bus to the train station, but if the train's not running, what's the point of catching the bus? So, I think that integration of message is absolutely key. Your last point about joined-up thinking, and especially linking into other things that are going on—. The farmers who are doing some work that positively impacts the rail network underneath—I referenced the climate and nature action plan. That isn't my responsibility, it's a cross-Government responsibility. So, feeding into that can make a real difference, and a tangible difference to our rail and other transport infrastructure as well. So, it's a really good point. Diolch yn fawr iawn.
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Diolch, Janet. I always welcome your contributions. I think that, in all seriousness, your real-life experience—. I remember when you and Tom were stuck and Tom—. So, these things do happen. I think that the interesting thing, for the purposes of this, is that we're talking about how we can manage better with issues of, particularly, extreme weather. But I think your points about the fact that, sometimes, other issues exacerbate some of those problems is worth noting into it as well. I think we do have your support for the devolution of rail, but you mentioned the point about—[Interruption.] We'll try. You mentioned the point about points failures, and these are Network Rail's points, in the main, especially the routes that you're taking. So, the responsibility for those railways is being managed elsewhere. Now, I'm not denigrating the fact that they're working hard to do some of these things, but we're not the priority in some of these changes. So, I think one of the things that this talks to is the fact that we want to take responsibility for us. And the improvement in the services on the core Valleys lines—when we've got the whole service; we've got the track, the train and everything else—is marked and it's been marked and it's improving month on month. I think that talks to what sort of rail system we could have in the future. I'm really pleased that you talked about how disruption affects the most vulnerable first, and I think that's, again, something that links back to the conversation with Vikki and with Jason about making sure that our communication is really clear, particularly to those people who may not be able to find that the journey—. It's already a challenge, the journey that we've got. And part of that, I think, talks to us about making sure that we communicate in a way that's most effective for the people who are taking the journey as well—that's really critical for it. I just think the last—. Just in terms of passengers requiring accurate information, I think that that is also something that—. I feel that this young guy who you were talking to who missed his job appointment as well, some of that is about—. And again, I'm linking it to how do we make sure that, particularly in extreme weather conditions, we get these things right so that communications are clear as we go through. The last point: at the start of this I made a commitment to make a statement on the north Wales main line changes, that was obviously a Network Rail decision to close that main line. The communication around that initially was really poor—we found out by accident rather than by design. But, because we found out early enough, we can get in there and make sure that we've got these bus replacement services that do their best to be able to pick up the slack. Now this isn't the way that you'd want to go and plan it, because everyone in the north of the country now must be dreading what's going to happen in January, including Members in this room as well, so I understand that. What I can do, as transport Minister, is make sure that, where we've got those rail replacement services, they run regularly, they're good services, they're also services that can hit the timetables that we were hitting before. So, hopefully, disruption will be kept to a minimum, because we've got a bit more time to plan for this than we should have had. But, ultimately, this was a decision that was made without our say-so, and it was made to us, not with us.
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Diolch. So, I think this is a choice—. There's no choice between decarbonisation and adaptation. I think these things need to run hand in hand. But for us to provide a solution that works for people, the public transport system must work. That's the reason I'm really keen to make sure bus franchising works and gets on and that we get that in the timetable that we've suggested, because that's about connecting people in the way they want to travel. The future: we've talked about, and I've talked about in this Siambr, the £14 billion rail investment. The future: we can make some real differences and real commitments to the rail industry. But, as it stands today, the differences we can make today for the public transport system are mainly about bus travel and making sure we connect those in the way that's most effective.
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Diolch, Gareth. I get the point, and I get the point you're making. And I think this—. I'll reference the contribution I made last week about the M4 and Menai, and about the fact that we were focusing on the motorway being an effective asset that we needed to make sure we invested in, because previous administrations hadn't invested in it as much. It's one of the key assets of our country; it needs to work. But, ultimately, we all need to recognise that, unless we do the work, then we're going to store up problems for the future. This is a problem that we're tackling. We're tackling it now. It's in budgets for delivery this year. So, I don't recognise the 'plan, plan, plan' point you were making at all. What I recognise is action, action, action.
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Diolch am y cwestiwn, Paul.
Official English translation
Thank you for the question, Paul.
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A really important point, I think, and often overlooked. I did reference in the statement earlier that active travel routes are a really important part of it. We've got new guidance coming out, on which I'm going to be making a statement in the Siambr in a few weeks, which I'd urge you to engage with. We've also got the regional transport fund; I referenced it earlier. Active travel is part of that regional transport fund. But, ultimately, this is about recognising that the same issues that affect our roads affect the pavements that run alongside them. And I think there are some things that we can do, and I think there's been—. I've had a lot of correspondence—probably the most correspondence I've had in this Siambr has been around pavement parking. This is about inconsiderate parking on our pavements causing damage to those pavements and making them less accessible. The other thing that does is it pushes the most vulnerable out into the road, so this is a piece of work that I'll be embarking on, over the term, whilst in office. Diolch, Paul.
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Diolch am y cwestiwn, Anna.
Official English translation
Thank you for the question, Anna.
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I really appreciate it, and I think it's an important point. There are communities who find navigating our transport system, whether it's active travel, whether it's using the public transport system, or anywhere else, more difficult than others. And they're often people who, historically—and this isn't a dig at the last administration here, but historically—in the way we've developed our transport system, have been ignored too often. I was particularly taken by Sam's point in the business statement question about how blind people access our public transport system. It's a really important point to make. I'm committed. This is one of the things I think we can make a real difference to. And the reason I think it's important is because, if we get it right first time, it will save us money because we won't have to go and adapt back next time, which is what we've found ourselves doing. It will make it more accessible for those communities of interest we need to serve, but it also makes it easier for everyone else. I think that's one of the things that we forget, that, if you make it easier for certain communities, it makes a massive difference across the piece. So, it's a really important concern and something that I'm very much on board with. Diolch, Anna.
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Rwy'n ddiolchgar i'r Aelod am godi'r ddadl am bwysigrwydd porthladdoedd a thrafnidiaeth forol i economi Cymru.
Official English translation
I'm grateful to the Member for raising the importance of port infrastructure and marine traffic to the Welsh economy.
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You're probably not going to realise how much I actually like ports, but you'll find out after this, because I've got quite a lot I want to say. I'm sure you'd like to go home, but there's a lot in ports. Wales is home to a strong and diverse ports and maritime sector, comprising businesses that consistently demonstrate resilience, innovation and adaptability. Their contribution is fundamental to our economic success, facilitating the movement of vital imports and exports, supporting key industries and providing rewarding careers for thousands of people across our coastal communities. The most recent recorded data from the British Ports Association suggests Welsh ports account for approximately 1.2 per cent of Welsh gross value added, about £560 million, and support almost 11,000 jobs. We recognise the immense value these businesses bring to Wales. While much of their work takes place behind the scenes, it is vital to our daily lives and to the smooth functioning of our economy. As a nation with an extensive coastline, deep water access and a strategic position between Ireland and key international shipping routes, Wales has long relied upon its ports to support trade, investment and economic growth. Today, that role is more important than ever. Perhaps the greatest opportunity for our ports is the transition to clean energy and the growth of offshore renewables. Wales offers many very attractive propositions to the offshore wind sector. For example, in Port Talbot, ABP are completing the essential design and engineering work needed to build one of the first floating offshore wind ports in the UK. This new development will help unlock an initial 4.5 GW of floating offshore wind projects in the Celtic sea, enough to power 6.5 million homes. Another example is Erebus, a proposed floating wind development off the Pembrokeshire coastline. Its significance is not only the turbines offshore, but what comes with them onshore, both in terms of supply chain opportunities and the infrastructure needed to support new offshore industries, such as fabrication, logistics, marine services and long-term maintenance work. In the north, the Awel y Môr offshore windfarm off the coast of the north of Wales is now moving towards construction, and a final investment decision. It will be developed by RWE on behalf of project partners for an area of sea bed to the west of the existing Gwynt y Môr offshore windfarm. Once completed, it will generate power equivalent to the needs of more than half of Wales's homes, as well as creating opportunities throughout its construction, operational and eventual decommissioning process. The Morlais tidal stream energy project manages an area of 35 sq km off the sea bed near Ynys Cybi on Anglesey. The scheme has the potential to generate up to 240 MW of low-carbon clean electricity, and provides further economic opportunities for operations and maintenance of our Welsh ports. The port of Mostyn, a privately owned and operated port in the north of Wales, has been leading the way for fixed offshore wind development, with around 240 people directly employed servicing the offshore wind sector. We will continue to support ports to maximise the opportunities off the coast of the north of Wales and in the Irish sea, at least 7.6 GW with Gwynt y Môr and Mona projects in Welsh seas. Our forthcoming national energy strategy will set out how Wales can secure more clean energy, increase Welsh ownership and retain more economic value within our communities and businesses. Renewable energy will be at the forefront of the national energy strategy, including innovative opportunities such as offshore wind in deeper waters, tidal stream and range, and significant stakeholder input has been collated through activities such as the renewable energy sector deal and offshore wind action plan, to which our major ports have contributed. Much of our offshore and marine renewable energy strategic infrastructure will be located in and around our ports. This will ensure that more of the value created from Wales's natural resources, infrastructure and clean energy transition is retained in Wales, supporting communities, workers and businesses and creating long-term public benefits around the port's hinterlands.
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Alongside supporting renewable energy generation, the maritime sector itself is undergoing significant transformation as it moves towards decarbonisation. Ports will play a crucial role in enabling the adoption of alternative fuels, supporting cleaner vessel technologies and developing the infrastructure required for low-carbon shipping, and supporting the decarbonisation of transport. This transition presents both challenges and opportunities, creating the potential for innovation, investment and new high-skilled employment across Wales. Maritime traffic remains fundamental to Wales's trading relationships, particularly with Ireland, one of our most important trading partners. The port of Holyhead is—I repeat my line from earlier—the second busiest roll-on, roll-off ferry port in the UK and it is a vital gateway into Wales. In recognition of this, a £150 million scheme is in place to secure the port's long-term future through the refurbishment of its essential and historic breakwater. Holyhead and our other major west coast ferry ports, Fishguard and Pembroke Dock, provide vital international connectivity for goods and people. Despite the adverse impacts of Brexit on the volume of freight using the UK's land bridge between Ireland and the rest of the EU, these ports remain essential to the UK and Irish logistics sector. The economic importance of these Irish sea links were highlighted in December 2024, with the prolonged disruption at Holyhead having a significant impact on businesses on both sides of the water. In response to this, the Irish sea taskforce was created to examine what could be done to avoid a repeat scenario and respond effectively if similar events ever happened again at any Welsh port. I intend to publish a six-month update to the Irish sea taskforce recommendations this autumn. Following this and other similar incidents, the Holyhead Port Authority, Stena Line, has committed to a multi-million pound port infrastructure investment in the berths to strengthen the long-term resilience of this port and modernise its infrastructure for the future. Separately, Stena Line has invested a further £20 million into a new linkspan at Fishguard port, which will strengthen future resilience and connectivity and enhance opportunities for them to increase their roll-on, roll-off traffic and expand their cruise ship offering at the port. Cruise tourism plays a significant role in our maritime economy and, for many visitors, our ports provide their first welcome to Wales. Cruise Wales is a partnership between Welsh Government, our six cruise ports, Welsh tourist destinations and many outside stakeholders. We market six cruise ports in Wales, which are Cardiff, Swansea, Pembroke, Milford Haven, Fishguard and Holyhead. Cruise Wales is an established global brand attracting new cruise lines to Wales. Our ports continue to support a thriving cruise sector. In 2026, 88 cruise calls are scheduled at Welsh ports, bringing over 73,500 passengers and 35,000 crew. This is expected to generate circa £7.6 million in visitor spending, providing a valuable boost to local economies across Wales. Our ports are not simply points of arrival and departure. They are centres of economic activity that support investment, innovation and employment across Wales. Welsh ports have the potential to attract significant investment, stimulate innovation, strengthen strategic industries and create high-quality employment opportunities across Wales. Another example of how important port infrastructure is to our economy is the recently agreed long-term lease and commercial agreement between Associated British Ports and Valero at the port of Cardiff, securing critical supply and storage solutions for liquid fuels across south Wales. The agreement underpins the ongoing operation of Valero's 12-acre liquid fuels terminal at Roath Dock, the largest such facility at the port of Cardiff, and represents a commitment to the future of the port and the Wales energy supply chain. The deal safeguards skilled jobs on site and supports the reliable supply of fuel for households, businesses, airports and commercial fleets across the south of the country. It also takes thousands of HGVs off the road network by using coastal shipping routes to link Cardiff to Valero's Pembroke refinery at Milford Haven, the UK's leading energy port.
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Since taking office—I almost said 'leaving office' then; that would have been good. [Laughter.] Since taking office, I have visited—[Interruption.] Don't start. [Laughter.] I have visited many of our ports to see first-hand the essential role they play in supporting trade, industry and local communities. Whether handling passengers, facilitating freight movements, supporting steel production, construction projects, agriculture or manufacturing, our ports form an integral part of the supply chains that underpin the Welsh economy. It's been fascinating to observe how modern ports operate with such precision, co-ordinating the movement of vessels, cargo and people in a highly complex movement. I was on the bridge of a ferry that docked in Rosslare and I was able to witness the captain be able to berth the ship within six inches of its desired place. This is incredible precision and incredible skill. Welsh ports have a rich sense of history—sorry, I'm going to go to the history now, I've got to go to it—have a rich sense of history and a social and cultural connection to their local communities and surrounding hinterland. I had the pleasure of learning about the connection ports have to their communities during my visit to Fishguard and Rosslare, where they were celebrating the first sea crossing from Fishguard to Rosslare that took place on 30 August 1906. This year marks the hundred and twentieth anniversary of this vital link between Ireland and Wales, connecting generations of families, holidaymakers, businesses and communities on both sides of the Irish sea. It was in 1906 that a newly built harbour and railway opened in Abergwaun, which also brought transatlantic liners to the port, and is still from where Stena Line runs its passenger service to Rosslare. In 1807, Captain John Macgregor Skinner astonished mariners by successfully bringing his ship into Holyhead harbour during an exceptionally severe gale. Little of the current harbour infrastructure, including the sheltering breakwater, existed back then. Captain Skinner had to navigate rough waters and pass numerous rocks and small islands. This continues today, as every operation is carefully managed to ensure goods and services move safely, efficiently and on time, maximising economic value and supporting businesses across Wales and beyond. I recently toured Rosslare port's impressive operations, which are completely different to those that were in place 126 years ago. Rosslare Europort is today a key infrastructure hub for transportation from Ireland to Europe and the UK. Post Brexit, Rosslare has experienced significant growth, particularly in freight traffic and direct ferry services to Europe. Weekly sailings to Europe increased more than sixfold. Welsh ports were not so fortunate. Holyhead and Fishguard ports saw a 30 per cent drop in traffic in 2021, according to their operator, Stena Line. When in Ireland, I met with one of Ireland's leading temperature-controlled logistics companies to better understand their operations and experiences of using the Irish sea crossing between Dublin and Holyhead. We discussed the location of Welsh truck stops for driver welfare across the A55 corridor and how we could best support drivers to use alternative routes across Wales should their usual route not be open. This was followed by a meeting with my counterpart in the Irish Government, Seán Canney. Our discussions focused on strengthening resilience, deepening co-operation, and building the strong relationships necessary to support this vital maritime corridor. These partnerships ensure that, when challenges arise, we can engage rapidly and work collaboratively to deliver effective solutions. I've also—and this talks directly to the point about resilience—asked officials to prepare an internal resilience exercise over the coming months, with key stakeholders on both sides of the Irish sea, focusing on scenario planning in the event of an unforeseen Welsh port closure. The contribution made by Welsh ports in maritime traffic cannot be overstated. They enable trade, support critical supply chains, attract investment, strengthen energy security, create skilled employment, and connect Wales with key international markets. They are essential to our economic prosperity today and will be equally important in helping us to achieve our ambitions for a greener and more resilient economy in the future. Diolch yn fawr iawn.
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Dirprwy Lywydd, heddiw hoffwn nodi’r camau nesaf ar gyfer croesfannau'r Fenai a’r M4 o amgylch Casnewydd. Rydym wedi cytuno ar y ffordd ymlaen.
Official English translation
Dirprwy Lywydd, today I would like to set out the next steps for the Menai crossings and the M4 around Newport. We have agreed a way forward.
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The challenges on these routes are not new. They affect communities, businesses and travellers every day. The reviews we commissioned at the start of the summer were not about repeating decades of work explaining the problems, they were intended to identify a practical way forward. They have given us a clear direction. Today I am announcing action to develop a third Menai crossing and action to develop roads-based and engineering solutions for the M4 around Newport, alongside a programme of improvements that will help people and businesses while that work progresses. Dirprwy Lywydd, people on Ynys Môn and across the north of our country know how disruptive it can be when one of the Menai crossings is restricted or closed. The review confirms that resilience remains the key challenge. That is why this Government will immediately recommence development work for a third Menai crossing. This will include design development, environmental assessment, business case preparation and the statutory processes needed to establish a deliverable scheme. People have waited a long time for certainty about the future of the crossings. Today we are providing that direction. A third crossing remains the most effective option for improving resilience and providing additional capacity across the Menai strait. But major infrastructure cannot be delivered simply by announcing it. The necessary development work must be undertaken if we are to move from aspiration to a proposal that, ultimately, can be developed. Alongside this work, we will continue investing in the infrastructure that we already have. We will maintain and operate both existing crossings to keep them safe and reliable. We will continue investment in targeted resilience measures on Britannia bridge, including wind deflectors, variable speed limits and other operational improvements designed to reduce disruption and keep traffic moving during challenging conditions. These measures will not replace the need for a third crossing. They will help improve resilience while development work on the third crossing progresses. The review also examined three-lane tidal flow operation on Britannia bridge. The evidence identified significant safety and operational concerns and does not support taking this option forward. Dirprwy Lywydd, turning now to the M4 around Newport: this is one of the most important transport corridors in Wales. Every day, thousands of people and businesses rely on this route to get to work, move goods and connect with customers, communities and ports across Wales. Yet, congestion continues to cause unreliable journeys and disruption that can quickly spread across the wider network. The review is clear that doing nothing is not an option. It also shows there is no single short-term intervention capable of solving the problem on its own. That is why this Welsh Government will now begin an 18-month programme of work to develop roads-based and engineering solutions for the M4 around Newport. This programme will consider a range of roads-based and engineering interventions and will identify a preferred option capable of providing a long-term response to the challenges on this route.
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Many people will understandably say that this issue has been debated for decades. They are right. But this work is not about revisiting old arguments. It is about developing options against current policy, environmental requirements, planning considerations and future travel demands, so that decisions can be taken on the basis of robust evidence and a clear understanding of what can realistically be delivered. Our objective is straightforward: we need a solution that is affordable, deliverable and capable of attracting the support and investment needed to make it happen. Without undertaking this work, there can be no credible pathway towards delivering future roads-based and engineering solutions. But while this work progresses, we cannot simply wait. That is why we are also announcing a programme of improvements over the next five years. We will invest in the maintenance and renewal of the existing motorway and strategic road network. Over many years, Governments have often faced a choice between accepting disruption now or delaying important work until later. Understandably, there has often been a desire to minimise disruption in the short term, but that can make long-term challenges harder to address. Key infrastructure now requires significant renewal and maintenance work. I want to be honest: there will be periods of disruption while this work takes place. Nobody wants roadworks. Nobody enjoys delays. But continuing to defer this work will only lead to greater disruption and cost in the future. This Government is choosing to deal with that problem now. We will also implement a five-year delivery plan, focused on practical improvements that people will start to see over the next two to three years, with further benefits building over time. This will include improvements to the way the motorway is operated and managed, including targeted improvements to roads and junctions, including potential closures, in and around Newport to improve traffic flow and resilience. The review found that measures such as these offer some of the quickest opportunities to improve traffic flow and resilience in the M4. But we also recognise that changes affecting the motorway can have consequences for local roads. We will therefore work closely with Newport City Council, local communities and Members to develop these interventions so that the local impacts are properly considered alongside the benefits to the M4. At the same time, we will introduce measures to improve freight resilience by making better use of alternative routes such as the A465. This will maximise the investment made in the A465, supporting the provision of facilities that HGV drivers deserve, and at the same time alleviating pressure on the M4. We will also continue investing in public transport, making it easier for more people to choose rail and bus services for everyday journeys between Newport and Cardiff, across the wider M4 corridor, and onwards into the rest of Wales and into England. The UK Government has committed to funding the rail stations recommended by the South East Wales Transport Commission. Last week I attended the joint UK-Welsh Government Wales rail board to discuss how we can accelerate delivery. I am pleased that Network Rail have committed to work collaboratively with Transport for Wales to draw on the expertise of both organisations, and TfW will take a direct role in constructing the stations. We are setting up a new network south-east Wales board to oversee delivery. I have asked the team to prioritise delivery of the Cardiff parkway and Magor and Undy stations, so that communities can begin to benefit from these investments as soon as possible. We will also seek to improve access to Severn Tunnel Junction railway station and support improvements to bus connectivity between Newport and Cardiff, giving real options for travellers. Dirprwy Lywydd, for too long, people and businesses have seen congestion around Newport become an accepted part of everyday life. This Government is choosing to act. The programme we are taking forward could reduce peak-hour traffic by about one in 10 vehicles. On a motorway that is already operating at or above capacity at the busiest times, that matters. It is a meaningful improvement over doing nothing and simply accepting increasing congestion on the network. But what matters is what these improvements mean in practice for people using the network every day. It means better travel choices through improved rail and bus services. It means the network is better able to cope when incidents occur, reducing the risk of small problems becoming major disruption. These are practical improvements that people should begin to notice in their everyday lives over the coming years. Dirprwy Lywydd, people want action, not endless discussion. They want government to deal with today's challenges while properly planning for the future. That is exactly what we are doing. At the Menai strait, we are getting on with the work needed to develop a third crossing whilst managing resilience now. Around Newport, we are developing long-term road space and engineering solutions for the M4 whilst delivering practical improvements over the next five years. These are major transport challenges that have built up over many years; they will not be resolved overnight. But, today, we are providing a clear direction, taking practical actions now and developing the longer-term solutions needed for the future.
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Ddirprwy Lywydd, rydym yn gweithredu nawr. Rydym yn cyflawni gwelliannau dros y bum mlynedd nesaf ac yn datblygu atebion ar gyfer ein dyfodol. Diolch yn fawr.
Official English translation
Dirprwy Lywydd, we are taking action now. We are delivering improvements over the next five years and developing solutions for the future. Thank you.
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Thank you for the question. Before I answer, I just want to thank those Members who turned up for the briefing with officials this morning, and also subsequent conversations in this regard. It was a shame that Members from Reform chose not to undertake those conversations. There were specific conversations that were not entered into, and that was a real shame, because that would have given them the chance to have understood some of the detail behind this more clearly. In answer to the questions on Menai, I don't think the Member, frankly, understands the process you need to go through to build. This is a significant piece of engineering. It is appropriate that we do it in the phases that we say we are. To be clear, this Government is committed to delivering a third crossing across the Menai. There are no ifs, no buts. That is absolutely clear. What you have to do to do that is to take stages. Now, the Member, and all of this group around here, just seem to think that you can click a finger and things happen. Let's get into the real world. The real world is that it takes real work to get these things done. The interesting thing is, when I was speaking to civil servants earlier prior to this, I was saying I was looking forward to this debate, because I do look forward to these debates. Do you know what they were saying? They're looking forward to getting stuck in to doing the work. That's what they're waiting for, and that's what's going to happen. What's happened for too long is this body politic has failed to deliver. If we have conversations that are in the style that we've had today, we'll continue to do that. But the rest of the Siambr, hopefully, will focus on getting things done. Because if you're just going to backbite on that, it helps nobody, frankly. Turning to the M4, I think this is a real misunderstanding as well of what a 10 per cent change will do on the M4 with the plan of action that we've put together. Ten per cent—. And I'm sure that Members opposite me as well are probably thinking, 'I wish we'd done some more of this 10 per cent.' But, over the past 27 years, there's been very limited change on the M4. This Government is committing itself, over the next five years, to making an actual difference to people. And 3 per cent here and 1 per cent there makes a real difference. This is about a strategic suite of projects that need to be deployed together. These are the ways that we make the difference to the M4. And it's not straightforward. There is no silver bullet. If there was, we'd talk about it. You talk about the black route as if it's deliverable. That went when it was cancelled. The protected route status went when it was cancelled. So, we're talking about decades of work to even get that off the ground. So, to suggest to the people outside that you can deliver it in an instant is disingenuous—and I'm being kind in saying that. In terms of the A465—. There are a lot of questions to get through, I will try and be—. But, in terms of the A465, unlike you I've actually spoken to hauliers, who see this as a realistic option. But the haulage companies are looking for facilities, because, unlike some parts of Europe where they actually invest in facilities for drivers—. Drivers are professional. Across the UK, we have very, very poor facilities. This Government is going to make a difference to that, and we've had support from across the industry to say that they want to see those facilities. That will direct people across the piece, and that's including people from Ireland as well as haulage companies from the UK. Rail adding choice and taking people off the motorway—. One of the things about adding choice using rail is exactly what you just said, it takes people—. So, I may be taking a car; I can now use the rail. That frees up space on the motorway for those people who need to use the motorway in the way that you described. It's a practical way of making a difference. The sad thing is that the Burns review—. I can just hear muttering behind me. Do you want to make an intervention or not?
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Go on then.
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Okay, you can't. You can't.
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You can't really ask a question.
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Making room for others who are using that road system by putting them on the railways is an important thing. The Burns review reported six and a half, almost seven years ago. I think the disappointment is that nothing's happened in that time. But what has been good—. And listening to the Minister for Government Effectiveness and the Constitution earlier, he described the positive conversations we've been having with UK Government. That's the same for this. We've had a continued commitment from the UK Government to the £14 billion. The Prime Minister has made it. The Secretary of State has made it. The point now is to get that transferred in, in this current spending review, so we can start to move on those stations. We've identified the ones we want to move quickly on, and we will do. I'm just going to—. The point about ideology is, frankly, ludicrous, ultimately. All we've heard is 'ideology'. The suggestion that we're taking these things, that we're not dealing with cars, helping people to move faster on the motorway through cars, which is exactly what this statement is, which is exactly what we're talking about now, is frankly ludicrous. We need to move together as a body politic and start delivering these things and stop this calling for—. It's just—. We're not dealing with the issues. We're not dealing with the issues at hand.
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Diolch am y cwestiynau, Vikki.
Official English translation
Thank you for the questions, Vikki.
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I really appreciate the question, and I think, despite the disappointment that was expressed in that statement, there were a lot of things that you agreed with, so I welcome that. I'll deal with junction closures at the end, if I may. The resilience studies, in the first instance, that you asked about, when they're ready to be published, I'll be publishing them. They'll be published in full. I think there's good work that's being undertaken, and it does feed into the wider issues across Wales. One thing I've been really committed to is that there were two issues of strategic importance when I came into office: one was around Menai, and one was around the M4. So, I focused very much on those, and asked for the resources to be put into that thinking, in the first instance, to make sure we got those right. In terms of 18 months, 18 months is actually a relatively fast time period to get the sort of work that we want to do done, but whilst those 18 months are happening, this Government isn't standing still. We've designed and put together a package, a full range of interventions, that need to be seen as a whole, not just my interventions in and of themselves. Some of them will be relatively easy. It will be relatively easy to direct people along the A465. Some of them are trickier. Some of them will require—. Like you said, the UK Government committed the £14 billion, it needs to show us the money on that. That's the next stage of this now, so that the work can be done. I referenced in my statement that Transport for Wales would be working on developing those stations. That's a massive change of heart from UK Government that shows the positive relationship we've had with the Department for Transport and with Network Rail, that they see what Transport for Wales have done on the core Valleys lines and want to be able to utilise that same workforce. Remember that's a Welsh workforce developing, so the economy benefits from that work. You asked a specific question, whether or not I commit to working with the communities of Newport and wider with regard to publishing the data around junction closures. The answer is a very emphatic 'yes' on that. One of the things that we need to do is to make sure that people don't feel like there are things being done to them. We want to work with Newport City Council and the other councils that also interact with these junctions as well. So, I give my commitment and the commitment of the teams who are working on this to do that. That's probably the most important thing about this. We're trying to make sure that this process has been transparent. That's the reason we're publishing the report that was issued today. You will all have had it in your inboxes. This isn't something that's being held behind closed doors. We didn't put a Lord's name on it. We've taken responsibility ourselves to move this thing forward. So, I'm really keen to continue this engagement to make sure that we get it right.
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Diolch am y cwestiynau, Natasha.
Official English translation
Thank you for the questions, Natasha.
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And, again, thank you for the constructive way you approached the conversation this morning. I do appreciate it. And I think the frankness—. I didn't expect agreements as you walked into the Siambr today to talk about this, but I think what we got was a situation of understanding some of the issues that we're addressing. I think, when we talk about junction closures, the thing that I'm really clear about is that it's something where I do recognise the concerns that are out there, and this is something that is very, very important that we get right. So, as I said in my answer to Vikki just a few minutes ago, I'm committed to engaging not just with Newport City Council and the surrounding councils, but with traders and local communities to make sure we understand how things can be mitigated and how things can work better as well. The three junctions you're talking about, one of them is a full closure, whereas the other ones will see changes that are less severe. So, it's about understanding the impacts of each one, which will be quite different. The other thing I think is important to note is that we talk about this as if the intra-Newport system is working well, and, frankly, it isn't. Whereas I've got responsibility for the strategic road network, this is about working with Newport City Council, together, and the corporate joint committee as well, to make sure that we're delivering across the piece to improve the whole thing. The M4 is part of the system that makes Newport work, or not at the moment, and we've got to improve that. It's a youthful city, and people are expecting a modern city with modern public transport facilities. But at the moment, today, it's the most car-dependent city in Wales. So, we've got to do things to give people the choice. And going back to the point I made earlier, that choice needs to be very real and needs to be effective. On the A465, we've had discussions with hauliers; we'll have more discussions with hauliers. But the initial points were to be welcomed, particularly about the routes that we're talking about from Fishguard into the midlands. It's a perfect route for that, but currently, it's not being chosen as the route of choice, and part of that is about providing the facilities. At the moment, we have freight drivers who are having to park in car parks and lay-bys, and it's wholly inappropriate. This is something that we can make a definite difference on and can attract drivers onto that route again. And again, going back to every time we take some of that traffic off the M4, it frees up space for people who have no choice but to use the M4. Tunnel widening was one of the points that was considered in this review. I would imagine that it'll be considered within the 18-month review as well, with more detail. But at this point in time, it was considered it wasn't something where we had a route to take forward at the moment. The timescales associated with the disruption are something like 12 years before it gets finished. So, it's something that we'll look at in more detail. And on that point, I'd encourage Members from across the piece to engage in that piece of work, to make sure that they find out what's going on, and I'll do my best to make sure that Members are appraised of it, as we go through. In terms of the Menai and when it happens, there is a process that you need to go through to be able to get a bridge to start. We're making a commitment that we want this bridge to be built. I think I've made that clear. That process starts today. That process then goes through—. There are a number of stages to it. What I'll be doing is updating this Siambr with written statements to talk about how that progress happens. The major work on a bridge build happens in the latter end of that, after all the plans have been approved, and all the environmental regulations, et cetera, have been agreed to. So, you'll see the actual spades in the ground, but the real work, and a lot of the work, will start now. That work starts now. So, we're looking at somewhere between eight and 10 years for that bridge to be finished and to be opened. That's a realistic timetable. And as I hope Members will understand, I'd rather deal with realism, rather than deal with things that won't happen, which brings me to the black route. This is a project now—. There is no deliverable opportunity for the black route. So, I would encourage the Members opposite, and other Members in the Siambr, just to think about what we can do to make practical improvements today. Because my concern is—and I've said this before—the body politic has let people down in Newport, and outside, by not solving these issues. So, there are lots of things you agree with, and I'm glad for that support.
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Diolch am y cwestiwn, Mair.
Official English translation
Thank you for the question, Mair.
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I've referenced it before, so I'll try and be brief. There are a number of steps that need to be taken prior to you even getting to a design stage, and these are the steps that we're taking now. So, although there's been a lot of work previously there and the route is protected—and that's probably one of the things that can make this a lot easier to deal with than others—we still need to go through the process of consenting and environmental work to make sure that works. But you also made the point that it's as important that we keep these current bridges working effectively, and that's something here we've seen an improvement in recent months. We still want to invest, especially on the Britannia bridge, with things like wind deflectors, which make a massive difference, especially during the weather that we're expecting to come our way over the winter. But this is practical work to get to the position where we can start to get to the point of appointing contractors and getting the bridge built.
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Thank you for the question. I think the Member is jumping one step ahead, but it's an important question to start addressing, and it is front of our mind as well. You asked whether it's a credible plan. That's why we're making the steps today, so that people can understand that this is a credible plan. We are committed to the third Menai crossing, so the plan will be something that is very deliverable. When it comes to financing it, this is part of the work that we would need to do. The Member makes a good point that the Menai strait is a link between us and Europe, through Holyhead. It's the second-biggest roll-on, roll-off ferry terminal in the country, so the benefit of that is really important. The other infrastructure projects that are happening on the island equally need a crossing that's going to be sustainable. So, discussions with the UK Government will have to occur with this. There are ways of being able to fund this. The plans are already starting to be put into place, but I'll be coming back with future plans as this work progresses.
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Thank you for the question, Jayne. I just want to agree with you on the point that people in Newport aren't to blame for the problems that we've got here. What is to blame is, I think, a body politic failure to be able to resolve some of these issues that we're trying to address now. All I'd say is that we need to be thinking about these things in the round. This work isn't just one piece of work that makes the difference. So, alongside any junction closures will be improvements in public transport and improvements in the flow of roads that go between those junctions, which should make life easier in many ways. I've made the commitment before, and I'm going to make it again to you, and I made it to you earlier on when we met: I'm committed to work closely with everybody who's going to be engaged in this. I'm there to listen and to hear. I did a lot of listening today. It wasn't all a one-way street, and I intend to carry on that process.
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Can I help the Member with the second part of that question? The 10 per cent improvement was in 2042 expected traffic volumes. So, it's a 10 per cent improvement on them, which has built some of those increases before. So, it does make a valid and important difference. Is it enough? I don't think it is, which is the reason we've got this 18-month piece of work as well to look at other longer term solutions alongside this. But the point is we're not going to stop. You talked about disruption, and I think this is a really important point, so thank you for raising it. For too long, the M4 and the rest of our strategic road network hasn't been maintained in the manner that it should have been. Maintaining a network is like maintaining a boiler at home. It needs to be serviced. If you don't service it when it does work, the problems manifest. We want to make sure that we grasp that and deal with these issues. Because what I don't want is for us to have a situation where the M4 is closed for much longer because we haven't dealt with the issues at hand. It's an important thing that we do. It's also a serious thing that we do. I'm hopeful that we get broad support so that we solve and maintain our networks as we should. It's one of our biggest assets on our balance sheet.
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Diolch, Pred. Thank you for those questions. I think you're right: the issues aren't new. This is something that's been around for a long time, and that doesn't mean that they're easy. Probably the reason why these issues have never been addressed is because of their complexity. Will this package of measures that we talked about in the five-year plan actually solve the problem? I don't think they will, but they'll go a long way towards it, which is the reason we've got this 18-month piece of work to run alongside it. But we're not standing still. We're making sure that some activities go alongside it. Your point about sequencing is the next stage. I think this statement today, and the conversations we're having today, are about setting an intent, a strategic intent, from this Government. The programme activity now to say what comes first and what comes next is a really important part of it. The assurance that I give you and other Members who represent the area is that my engagement with Newport and those communities that are affected will be central to making sure that we get these things right, and that will be a deep and meaningful engagement.
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Thank you for the question, Art, and thank you for your engagement earlier in this session—for the questions you raised then and for the questions you've raised now. I think I've made myself clear in terms of my engagement with local residents. I make that same commitment to you and those people whom you're talking about and talking to. The point about challenging economic conditions is one of those things—that the road network around Newport and the M4 currently doesn't help businesses. We seem to be thinking that the position today is a good position, but it isn't. This is about trying to resolve that. Getting a 10 per cent improvement on the motorway, as well as looking at longer term solutions, is a practical improvement to improve the economy of not just the area of Newport, but further along. That doesn't get away from my commitment to working closely with those communities to help them to get it right. Diolch yn fawr.
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