DOCSLIB.ORG

M4 Corridor Around Newport

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
M4 Corridor Around Newport M4 Corridor around Newport Revised Wider Economic Impact Assessment Welsh Government M4 Corridor around Newport Revised Wider Economic Impact Assessment M4CaN-DJV-GEN-ZG-GEN-RP-TR-0004 P04 | December 2016 CVJV/AAR 3rd Floor Longcross Court, 47 Newport Road, Cardiff CF24 0AD Welsh Government M4 Corridor around Newport Revised Wider Economic Impact Assessment Contents Page Executive Summary 1 1 The Project 6 2 Scope of this Report 12 3 Transport and Economic Performance 17 4 Economic Context 31 5 The Problem 67 6 Traffic Impacts of M4CaN 81 7 Impacts during Construction 87 8 Impacts during Operation 94 9 Overall Conclusions 118 M4CaN-DJV-GEN-ZG-GEN-RP-TR-0004 | P04 | December 2016 Page 2 Welsh Government M4 Corridor around Newport Revised Wider Economic Impact Assessment Executive Summary The economy of South Wales is highly reliant on the M4 as the primary east-west road link. The M4 is the main route in and out of the country for over 70% of the country’s population and economy1. In economic terms, the M4 Corridor around Newport (M4CaN) plays multiple roles. The M4 facilitates the movements of goods and people between Wales and the rest of the UK, enabling firms in South Wales to access domestic and international markets. The M4 is the most heavily used transport link between the main urban centres in South Wales and the Severn Estuary of Swansea, Bridgend, Cardiff, Newport and Bristol. The M4 Corridor around Newport also plays a key role in facilitating the movement of commuters through South Wales. For many users, there is no feasible alternative to the M4. Traffic congestion on the M4 Corridor around Newport results in longer journey times for users. Traffic incidents can exacerbate delays and cause disruption to businesses and other users, resulting in poor journey time reliability. Given the reliance on the M4, any disruption to the smooth operation of the motorway in South Wales imposes costs on individuals and businesses and has a negative impact on the economy. Furthermore, as the primary route in and out of South and South West Wales, the current state of the M4 has negative impacts on the perceptions of Wales as a place visit and do business. The Brynglas Tunnels, for example, have been described by the former Prime Minister as a ‘foot on the windpipe of the Welsh economy’2. Concerns over the functioning of the M4 corridor have been expressed by the business community in South Wales. These concerns are highlighted in a recent open letter from members of the business community in relation to the M4CaN proposals. They state: ‘The constant disruption and delay along the main motorway route across South and West Wales caused by the Brynglas tunnel bottleneck around Newport significantly damages the Welsh economy and negatively impacts upon Wales’ standing as a globally competitive business location.’3 Research commissioned by the Welsh Government has established the link between transport, accessibility and the economic performance of South Wales4. South Wales exhibits lower levels of GDP per head than neighbouring areas in the South West of England or indeed the UK average. Notably, GDP per head in Cardiff and the Vale of Glamorgan is less than that of its counterpart in the South West, Bristol. In large part, Wales’ poor relative economic performance is explained by a longstanding ‘productivity gap’ between Wales and the UK average. This research has indicated that spatial factors – the lack of economic mass or density and the relative peripherality of Wales – play a role in 1 Based on the population and economies (as measured by Gross Value Added) of Local Authorities in South West and South East Wales. 2 Former Prime Minister David Cameron (The Senedd, 1st November 2013) 3 Open letter from CBI Wales and leading Welsh businesses to Welsh politicians: ‘Delivery of M4 Black Route is vital for the Welsh economy’ (February 2013) 4 Extending the research on understanding the productivity variations between Wales and the UK (2009). Professor John Hudson, Department of Economics & International Development, University of Bath. And, Productivity in Wales: the impacts of peripherality on spatial patterns of productivity. University of the West of England (2010). M4CaN-DJV-GEN-ZG-GEN-RP-TR-0004 | P04 | December 2016 Page 1 Welsh Government M4 Corridor around Newport Revised Wider Economic Impact Assessment determining Wales’ relative performance. This hypothesis is supported by UK and international evidence on the link between transport and economic performance. The demands placed on the transport network are set to increase. The population of South Wales is projected to increase by 7.5% between 2014 and 20395. Within the study area defined for this assessment, car travel accounts for 73% of commuter movements, a proportion which actually increased between 1991 and 2011. Inadequate transport infrastructure will make it more difficult to accommodate such growth. Increased highway congestion, resulting from higher demand, notwithstanding public transport improvements, will increase the costs of doing business in South Wales, making it more difficult for local firms to compete in external markets. Increased congestion will also affect the functioning of the labour market by increasing the costs of commuting, acting to effectively reduce the area over which people can access employment and firms can recruit workers. In the absence of intervention, growing traffic demand will increase the severity of traffic problems on the M4 around Newport leading to longer journey times and more frequent delays. Logically, this would also reinforce the negative perceptions of the quality of the transport network in and out of South and South West Wales amongst people and businesses. The M4CaN proposals seek to improve the functioning of the road network by providing a faster and more reliable route for strategic journeys, whilst also strengthening the resilience of the road network in South Wales. The Revised Economic Appraisal Report (EAR) demonstrates that the economic benefits to users of the improvements, consisting of the reduction in time and costs of journeys under typical operating conditions brought about by the scheme, outweigh its costs such that the scheme offers value for money. However, it is also important to consider how changes in transport conditions – by influencing the decisions of firms and individuals – can impact on economic performance and competitiveness at a local and regional level. The EAR sets out that the M4CaN scheme will result in lower journey times and reduce transport costs for businesses in the study area defined for this assessment. Even before the effects of traffic incidents and abnormal delays are considered, cost savings for businesses in the study area are estimated to be £30m (2016 prices) each year by the design year of 2037. In practice, however, the scheme will also improve journey time reliability and will reduce the delays associated with traffic incidents which will result in further cost savings and efficiency benefits for businesses. In addition to the direct cost savings set out in the EAR, the scheme is also expected to contribute to higher levels of productivity in the study area by enabling improved interaction between businesses and widening the effective pool of labour and skills available to firms. Such effects are termed agglomeration effects. Agglomeration effects resulting from the scheme are expected to contribute a further £26m (2016 prices) each year by 2037 to the GVA of the study area. As noted, research suggests that economic performance in Wales is also influenced by Wales’ relative peripherality. By improving access between South Wales and the rest of the UK, further productivity benefits might be expected. 5 2014-based Local Authority Population Projections for Wales M4CaN-DJV-GEN-ZG-GEN-RP-TR-0004 | P04 | December 2016 Page 2 Welsh Government M4 Corridor around Newport Revised Wider Economic Impact Assessment Whilst it is difficult to be precise about the magnitude of such benefits, applying evidence from academic research commissioned by the Welsh Government6 would suggest that further productivity benefits in the region of £25m (2016 prices) per annum could be expected in South Wales by 2037 as a result of lower travel times between South Wales and the rest of the UK. Combining these impacts together, the scheme is expected to deliver higher GVA (Gross Value Added7) of £81m (2016 prices) per annum in the study area in 2037 or £1.6bn (Present Value 2010) over a 60 year appraisal period. In South Wales specifically, the impact on GVA would be £66m per annum by 2037 or £1.3bn (PV 2010) over 60 years. It should be noted that the GVA estimates above underestimate the total impact of the scheme given that they are based on changes in average journey times under typical operational conditions on the highway network in terms of average flows and speeds on a normal day of operation. Disruption and delays arising from traffic incidents will impose further costs on the economy. Therefore, the additional capacity and resilience afforded by the scheme will further reduce the costs to businesses of unreliable journeys and incident related delays with resultant higher productivity gains than those quantified above. It is also important to consider how transport conditions affect the location of economic activity and employment. The vast majority (88%) of firms describe the quality and reliability of transport infrastructure as a significant influence on business investment decisions8. The importance of access to the motorway network is demonstrated in the clustering of employment around existing junctions of the M4 in South Wales. The M4CaN scheme, by creating two new junctions to the south of Newport (Docks Way Junction and Glan Llyn Junction), will provide improved access to a number of currently allocated employment sites in Newport and Monmouthshire. It has been estimated that these sites have the capacity to cater for in the region of 15,000 jobs.
Load more

Recommended publications
  • People, Places and Policy
    People, Places and Policy Set within the context of UK devolution and constitutional change, People, Places and Policy offers important and interesting insights into ‘place-making’ and ‘locality-making’ in contemporary Wales. Combining policy research with policy-maker and stakeholder interviews at various spatial scales (local, regional, national), it examines the historical processes and working practices that have produced the complex political geography of Wales. This book looks at the economic, social and political geographies of Wales, which in the context of devolution and public service governance are hotly debated. It offers a novel ‘new localities’ theoretical framework for capturing the dynamics of locality-making, to go beyond the obsession with boundaries and coterminous geog- raphies expressed by policy-makers and politicians. Three localities – Heads of the Valleys (north of Cardiff), central and west coast regions (Ceredigion, Pembrokeshire and the former district of Montgomeryshire in Powys) and the A55 corridor (from Wrexham to Holyhead) – are discussed in detail to illustrate this and also reveal the geographical tensions of devolution in contemporary Wales. This book is an original statement on the making of contemporary Wales from the Wales Institute of Social and Economic Research, Data and Methods (WISERD) researchers. It deploys a novel ‘new localities’ theoretical framework and innovative mapping techniques to represent spatial patterns in data. This allows the timely uncovering of both unbounded and fuzzy relational policy geographies, and the more bounded administrative concerns, which come together to produce and reproduce over time Wales’ regional geography. The Open Access version of this book, available at www.tandfebooks.com, has been made available under a Creative Commons Attribution-Non Commercial-No Derivatives 3.0 license.
    [Show full text]
  • Location, Location, Location
    Focus: Luxury brands w Location, location, room for value throughout the chain... I think ARM creation of a safe social network for children. ose is probably the keystone in that process.” companies flourish because of Tech City itself. e e dotcom bubble would burst in the early 00s, community acts as an extended support group. Its location but ARM, with its strategy of forging ahead through job fairs draw thousands of hopefuls and its pubs In our ongoing series on reputation, Brittany partnerships and communications, avoided the act as real-life chatrooms for the countless businesses Golob charts the development of the British disaster that befell its contemporaries. “Have many finding their feet in tech entrepreneurship. technology industry of them sold up and become satellites of mainly US Places like Stockholm and Berlin have established firms? Yes, but that’s true elsewhere too,” Cellan- technology bases, Gaza and Glasgow boast a startup Jones adds. “It has a positive side – small UK tech culture and Kenya will develop the so-called Silicon arold Wilson stood in front of the Labour start-ups have been quick to grasp the need to go Savannah by 2030. What makes London different, Party Conference at Scarborough in global and often that means they need access to the however is something it has boasted for centuries 1963 and declared that Britain needed a kind of capital only available in the US.” – the financial industry. Both geographically and Hrevolution. Revolution in the name of capitalism, As the 20th century faded into the 21st, Britain economically, the tech startups that crowd the streets of democracy and of science, a revolution that began developing a tech industry that seems of Shoreditch and the country’s signature financial would forge a new Britain.
    [Show full text]
  • London to Wales Route Strategy March 2017 Contents 1
    London to Wales Route Strategy March 2017 Contents 1. Introduction 1 Purpose of Route Strategies 2 Strategic themes 2 Stakeholder engagement 3 Transport Focus 3 2. The route 5 Route Strategy overview map 7 3. Current constraints and challenges 9 A safe and serviceable network 9 More free-flowing network 9 Supporting economic growth 10 An improved environment 10 A more accessible and integrated network 10 Diversionary routes 14 Maintaining the strategic road network 15 4. Current investment plans and growth potential 17 Economic context 17 Innovation 17 Investment plans 17 5. Future challenges and opportunities 21 6. Next steps 27 i R Lon ou don to Scotla te nd East London Or bital and M23 to Gatwick str Lon ategies don to Scotland West London to Wales The division of rou tes for the F progra elixstowe to Midlands mme of route strategies on t he Solent to Midlands Strategic Road Network M25 to Solent (A3 and M3) Kent Corridor to M25 (M2 and M20) South Coast Central Birmingham to Exeter A1 South West Peninsula London to Leeds (East) East of England South Pennines A19 A69 North Pen Newccaastlstlee upon Tyne nines Carlisle A1 Sunderland Midlands to Wales and Gloucest M6 ershire North and East Midlands A66 A1(M) A595 South Midlands Middlesbrougugh A66 A174 A590 A19 A1 A64 A585 M6 York Irish S Lee ea M55 ds M65 M1 Preston M606 M621 A56 M62 A63 Kingston upon Hull M62 M61 M58 A1 M1 Liver Manchest A628 A180 North Sea pool er M18 M180 Grimsby M57 A616 A1(M) M53 M62 M60 Sheffield A556 M56 M6 A46 A55 A1 Lincoln A500 Stoke-on-Trent A38 M1 Nottingham
    [Show full text]
  • A Description of London's Economy Aaron Girardi and Joel Marsden March 2017
    Working Paper 85 A description of London's economy Aaron Girardi and Joel Marsden March 2017 A description of London's economy Working Paper 85 copyright Greater London Authority March 2017 Published by Greater London Authority City Hall The Queens Walk London SE1 2AA www.london.gov.uk Tel 020 7983 4922 Minicom 020 7983 4000 ISBN 978-1-84781-648-1 Cover photograph © London & Partners For more information about this publication, please contact: GLA Economics Tel 020 7983 4922 Email [email protected] GLA Economics provides expert advice and analysis on London’s economy and the economic issues facing the capital. Data and analysis from GLA Economics form a basis for the policy and investment decisions facing the Mayor of London and the GLA group. GLA Economics uses a wide range of information and data sourced from third party suppliers within its analysis and reports. GLA Economics cannot be held responsible for the accuracy or timeliness of this information and data. The GLA will not be liable for any losses suffered or liabilities incurred by a party as a result of that party relying in any way on the information contained in this report. A description of London's economy Working Paper 85 Contents Executive summary ...................................................................................................................... 2 1 Introduction ......................................................................................................................... 3 2 The structure of London’s local economies .........................................................................
    [Show full text]
  • Ecology and Nature Conservation
    Welsh Government M4 Corridor around Newport Environmental Statement Volume 1 Chapter 10: Ecology and Nature Conservation M4CAN-DJV-EBD-ZG_GEN--REP-EN-0021.docx At Issue | March 2016 CVJV/AAR 3rd Floor Longross Court, 47 Newport Road, Cardiff CF24 0AD Welsh Government M4 Corridor around Newport Environmental Statement Volume 1 Contents Page 10 Ecology and Nature Conservation 10-1 10.1 Introduction 10-1 10.2 Legislation and Policy Context 10-2 10.3 Assessment Methodology 10-10 10.4 Baseline Environment 10-45 Statutory Designated Sites 10-45 Non-Statutory Designated Sites 10-49 Nature Reserves 10-52 Habitats 10-52 Species (Flora) 10-76 Species (Fauna) 10-80 Invasive Alien Species 10-128 Summary Evaluation of Ecological Baseline 10-132 Ecological Units 10-135 Future Baseline Conditions 10-136 10.5 Ecological Mitigation and Monitoring 10-140 10.6 Effects Resulting from Changes in Air Quality 10-159 10.7 Assessment of Land Take Effects 10-165 Designated Sites 10-166 Rivers (Usk and Ebbw) 10-171 Reens, Ditches, Reedbeds and Ponds 10-173 Grazing Marsh 10-182 Farmland 10-187 Industrial Land 10-196 Bats 10-200 Breeding Birds 10-203 Wintering Birds 10-204 Complementary Measures 10-206 10.8 Assessment of Construction Effects 10-206 Designated Sites 10-206 Rivers (Usk and Ebbw) 10-210 Reens, Ditches, Reedbeds and Ponds 10-226 Grazing Marsh 10-245 Farmland 10-249 Industrial Land 10-260 Bats 10-263 Breeding Birds 10-291 Wintering Birds 10-292 Welsh Government M4 Corridor around Newport Environmental Statement Volume 1 Complementary Measures 10-295 10.9
    [Show full text]
  • Superbly Connected Contemporary Apartments in the Lakeside Environment of Green Park, Reading
    Superbly connected contemporary apartments in the lakeside environment of Green Park, Reading. A new perspective on urban living. Reading is one of the UK’s economic success stories. Set in 7 acres beside a beautiful lake and surrounded by Home to major corporations such as Microsoft, Oracle parkland and countryside, this is a design-led development and PepsiCo – and with the onset of Crossrail providing of uber-chic 1 and 2 bedroom apartments, with fabulous yet quicker links into Central London and beyond – the town proposed onsite amenities such as a state-of-the-art gym, is predicted to outperform London, Birmingham and other Wi-Fi bars and residents-only cinema room. The new Green major UK cities making it the ideal place to invest. It is for Park Station will provide rapid access into Reading town these reasons that St Edward has been inspired to present centre offering residents the best of both worlds – an idyllic Bankside Gardens. waterside location conveniently situated within minutes of the town’s busy hub and all that it has to offer. Computer Generated Image of Bankside Gardens, indicative only THE DEVELOPMENT - A 7 acre (2.8 hectare) site, 3 miles from Reading town centre, 36 miles west of central London and 27 miles west of London Heathrow airport - 461 high-quality, design-led apartments including 98 affordable homes, in 7 blocks positioned by the lake, enjoying country and lakeside views - A mix of 1 and 2 bedroom apartments with stylish contemporary interiors featuring chic industrial accents Computer Generated Image
    [Show full text]
  • M25 OFFICES Investment, Development & Occupier Markets
    research Q3 2012 M25 OFFICES Investment, development & occupier markets Highlights • Take-up improved in Q3, driven by a resurgence of activity in the Thames Valley. In the M25, Q3 take-up was only 12% below the ten-year quarterly average with 35 transactions following just 20 in Q2. M4 take-up was its highest since Q3 2010 and 58% above average. • Supply continues to fall, reflecting limited speculative development completions over the last three years. The M4 vacancy rate fell sharply in Q3 to 9.6%, its lowest level since Q3 2008, while the M25 vacancy rate fell to 7.9%, its lowest level in two years. • New build construction activity stood unchanged at a three year high of 823,000 sq ft in the M25. Speculative development will increase further in Q4, with several new schemes forecast to commence in the Thames Valley. • In the investment market, Q3 turnover was a robust £340m, 13% below Q2’s level but nonetheless 7% above the five-year quarterly average. Activity for good quality secondary assets also improved in Q3, with vendors’ aspirations now softening to a level which is proving attractive to buyers. Q3 2012 M25 OFFICES Investment, development & occupier markets Demand and take-up • M25 take-up rebounded to 552,522 sq ft in ten-year quarterly average. Of Q3’s Figure 1 Q3 2012, 27% above Q2’s total and only 12 deals in the M3, none exceeded M25 take-up 12% below the 10-year quarterly average. 20,000 sq ft, with the largest comprising 1.0 While Q2 take-up was skewed by Aker’s Capita’s lease of 17,417 sq ft at Benchmark major 215,755 sq ft pre-let at Chiswick Park, House, Weybridge.
    [Show full text]
  • A Powerhouse for the West July 2019
    Great Western Powerhouse March 2019 A Powerhouse for the West July 2019 3 Waterhouse Square Elliot House 138 Holborn 151 Deansgate London EC1N 2SW Manchester M3 3WD 020 3868 3085 0161 393 4364 Designed by Bristol City Council, Bristol Design July 19 BD11976 Great Western Powerhouse March 2019 A Powerhouse for the West July 2019 CONTENTS EXECUTIVE SUMMARY 2 THE UK POLICY CONTEXT 8 DEVOLUTION AND THE EMERGING REGIONAL DIMENSION TO UK ECONOMIC AND INDUSTRIAL POLICY 10 INTERNATIONAL MODELS OF CROSS-BORDER COLLABORATION 15 GREAT WESTERN POWERHOUSE GEOGRAPHY 18 ECONOMIC STRENGTHS AND OPPORTUNITIES 30 WHAT THE GREAT WESTERN POWERHOUSE SHOULD BE AIMING TO ACHIEVE 44 c 1 A Powerhouse for the West July 2019 A Powerhouse for the West July 2019 EXECUTIVE SUMMARY The economic map of Britain is being reshaped by devolution and the • The Northern Powerhouse and the Midlands The economic geography emergence of regional powerhouses that can drive inclusive growth at scale, Engine have established themselves as formidable regional groupings driving economic The inner core of the region is the cross-border through regional collaboration But, there is a missing piece of the jigsaw in rebalancing and promoting trade and economic relationship between the two metro regions the West of Britain along the M4 from Swindon across the Welsh Border to investment through the internationalisation of of the West of England Region (including Bristol and Swansea, and the intersecting M5 axis, through Bristol, north to Tewkesbury their regions These powerhouses have been
    [Show full text]
  • ECON the Corridor Strategies in the Megacity Development
    Wenjing L, Zhongyin S, Li XU The Spatial Strategies of Knowledge Corridors in Megacity Development Case Study Paper The Spatial Strategies of Knowledge Corridors in Megacity Development: Case Study of the Optical Valley Knowledge Corridor, China Wenjing LUO, Wuhan Planning & Design Institute; China Zhongying SONG, Wuhan Planning & Design Institute; China LI XU, Wuhan Planning & Design Institute; China Abstract As a comprehensive spatial concept, corridors especially mega-corridors and knowledge corridors have played irreplaceable roles in developing megacities. This paper uses the case of the Optical Valley Knowledge Corridor in China as an example to illustrate how to make spatial strategies of knowledge corridors in the dimensions of innovation networks, knowledge economies, environments and urban amenities, transportation systems and urban governance towards making a liveable, sustainable and efficient megacity in the backgrounds of knowledge-based urban development. Keywords Corridors, Knowledge-based urban development, Knowledge economies, Megacities 1. Introduction Originated from the linear city model more than a century ago, the term “corridor” is not only an urban model fully tailored to the transport technology but also a comprehensive spatial concept in dimensions of infrastructures, economics, urbanizations and ecology. It is in the 1990s that the modern version of the corridor concept namely mega-corridor has been brought up in the Europe 1992 project, which aimed at the physical integration of European Territory. Especially with the addition of a prefix “mega”, mega-corridors have been assumed to play key roles not only in physical but economic integrations together with the cross-border and transnational infrastructures. In a similar way, cities especially megacities are also growing out of their borders towards regional collaboration, which has given a new role for corridors in the aspects of achieving spatial, economic and social integrations to enhance regional competitiveness.
    [Show full text]
  • Berkshire Functional Economic Market Area Study
    Berkshire Functional Economic Market Area Study Thames Valley Berkshire Local Enterprise Partnership Final Report February 2016 Berkshire Functional Economic Market Area Study Final Report Thames Valley Berkshire Local Enterprise Partnership February 2016 14793/MS/CGJ/LE Nathaniel Lichfield & Partners 14 Regent's Wharf All Saints Street London N1 9RL nlpplanning.com This document is formatted for double sided printing. © Nathaniel Lichfield & Partners Ltd 2016. Trading as Nathaniel Lichfield & Partners. All Rights Reserved. Registered Office: 14 Regent's Wharf All Saints Street London N1 9RL All plans within this document produced by NLP are based upon Ordnance Survey mapping with the permission of Her Majesty’s Stationery Office. © Crown Copyright reserved. Licence number AL50684A Berkshire Functional Economic Market Area Study: Final Report Executive Summary This report has been prepared by Nathaniel Lichfield & Partners (‘NLP’) on behalf of the Thames Valley Berkshire Local Enterprise Partnership (‘TVBLEP’) and the six Berkshire authorities of Bracknell Forest, Reading, Slough, West Berkshire, Windsor and Maidenhead and Wokingham. It establishes the various functional economic market areas that operate across Berkshire and the wider sub-region, in order to provide the six authorities and the TVBLEP with an understanding of the various economic relationships, linkages and flows which characterise the sub-regional economy. The methodological approach adopted for this study has been informed by national Planning Practice Guidance for assessing economic development needs and investigating functional economic market areas within and across local authority boundaries, and been subject to consultation with a range of adjoining authorities and other relevant stakeholders. A range of information and data has been drawn upon across a number of themes as summarised below: Economic and Sector Characteristics Berkshire has recorded strong job growth in recent years, outperforming the regional and national average.
    [Show full text]
  • LONDON Mobility City
    v city, transformed LONDON Mobility City Greg Clark Tim Moonen Jake Nunley years city, transformed LONDON 1 LONDON Mobility City Greg Clark Tim Moonen Jake Nunley London: Mobility city © European Investment Bank, 2019. All rights reserved. All questions on rights and licensing should be addressed to [email protected] The findings, interpretations and conclusions are those of the authors and do not necessarily reflect the views of the European Investment Bank. Get our e-newsletter at www.eib.org/sign-up pdf: QH-06-18-218-EN-N ISBN 978-92-861-3895-9 doi:10.2867/631170 eBook: QH-06-18-218-EN-E ISBN 978-92-861-3894-2 doi:10.2867/214300 4 city, transformed LONDON Rail lines, tunnels, a revamped Underground, and bigger, better airports were decisive in London’s transformation into one of the world’s great global centres. Direct project loans from the European Investment Bank worth £7.3 billion between 2006 and 2016 have also been of fundamental importance. Despite the uncertainties of Brexit, London continues to be rated as a leading location in Europe and the world for business, knowledge, and talent. It is routinely benchmarked among the top performing large cities globally in terms of quality of life, infrastructure and accessibility. But 30 years ago, when London had no citywide government, a transport system in crisis, and no successful track record of continuous large-scale upgrades to the urban fabric, this scenario would have seemed highly unlikely. In this essay we examine how London’s unpromising 1980s gave rise to three decades of reinvestment and we explain how the European Investment Bank played an essential catalytic role in successive cycles of London’s evolution from an under-governed de-populating national capital into a diverse global centre benefiting from integrated urban systems management.
    [Show full text]
  • M4 Corridor Around Newport Sustainable Development Report
    M4 Corridor around Newport Sustainable Development Report Welsh Government M4 Corridor around Newport Sustainable Development Report M4CaN-DJV-EGN-ZG_GEN-AX-EN-0004 March 2016 CVJV/AAR 3rd Floor Longross Court, 47 Newport Road, Cardiff CF24 0AD Welsh Government M4 Corridor around Newport Sustainable Development Report Contents Page Executive Summary 1 Introduction 2 2 Welsh Sustainable Development Policies and Objectives 3 3 Strategic Decision Making 6 4 Summary of Key Sustainability Measures 12 5 Conclusions 23 References 24 Welsh Government M4 Corridor around Newport Sustainable Development Report Executive Summary The Well-being of Future Generations Act 2015 places a duty on public bodies in Wales to carry out sustainable development. The sustainable development report considers how the proposed M4 Corridor around Newport (M4CaN) (referred to as the Scheme) aligns to the Welsh Government’s principles of sustainable development, in the context of the well-being goals (illustrated in figure 1 below) defined in this Act. Figure 1 – Well-being Goals of the Well-being of Future Generations Act 2015 (source: Welsh Government, 2015) In considering the principles of sustainable development and the well-being goals, this report summarises the wide range of opportunities and benefits of the Scheme having regard to the potential impacts and proposed mitigation. The report demonstrates that the Scheme would generate opportunities to improve the economic prosperity of the region, as well as to help create a healthier and more cohesive community. Relevant assessments have been undertaken to understand the environmental effects of the Scheme, identifying impacts on important ecological resources, the loss of heritage assets and impacts arising from the proposed land take of the new section of motorway.
    [Show full text]