An alternative Masterplan for Newport

by Nicolas Webb

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Contents Ambitious for Newport ...... 3 A fresh approach to politics ...... 3 Introduction ...... 3 Parameters ...... 3 Objective ...... 4 The advantages of being Welsh & a gateway city ...... 4 Movement ...... 6 Overview ...... 6 A Bus Rapid Transit exemplar ...... 6 Private vehicle use ...... 7 Park & Ride ...... 7 Cycling ...... 8 Walking ...... 8 Economy & Planning ...... 10 Harnessing an opportunity ...... 10 Intercity connectivity ...... 10 New development ...... 10 Commuter economy ...... 11 A home for business ...... 12 Foundational and agglomeration economies ...... 12 The Market...... 13 Night-time economy ...... 13 Public Space ...... 14 Environment ...... 14 The riverfront ...... 14 Culture ...... 14 Safety and security...... 15 Conclusion ...... 16 Step-change, sustainability, ambition ...... 16 About this report ...... 17

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Ambitious for Newport A fresh approach to politics

This report was written out of a desire to constructively engage with local government in Newport on an issue of great importance to all citizens. It is also a rejection of the type of politics which focuses on tribalism and the ridiculous idea that political opponents are not only misguided, but malicious in their policy making. No one political party has ever had a monopoly of either good ideas or commitment to improving their community and country. If the public see politics as the combat sport suggested by the format of Prime Minister’s Questions or the press release expressing “outrage” in the local media, then the way we do politics itself is fuelling the deeply unpleasant polarised aggression which has infiltrated the wider political discourse. This alternative Masterplan addresses one specific topic in a constructive manner. Even if the ideas within it play a part in changing Newport, it will not transform the way in which we discuss policy making. Nonetheless, perhaps it will play a part in setting a better tone.

Introduction

In January 2018, published a Masterplan. The eight-page document was put out to consultation and there was media coverage of the low response rate. However, I did respond. In addition to answering the questions posed in the consultation, I made an offer to engage further in the production of the next version of the Masterplan. It would not be normal practice for the local authority to take up such an offer, so it was both reasonable and no surprise when this did not happen. The consultation process closed in the Spring. As of October 2018, there had been no report on the results of consultation, nor updated Masterplan proposals. In light of this, I decided to prepare this document. It is not an attempt to criticise or undermine the City Council’s Masterplan. Rather, it offers constructive ideas which they could adopt. I hope it will be read in that spirit.

Parameters

This report is written from a policy perspective. Implementing its ideas would require significant technical and specialist expertise. Without access to the budget details of Newport City Council, it is impossible to fully cost proposals. Where recommendations are made, I have tried to be realistic in their ambition and pragmatic in the timescale it may take to realise them. The Council’s Masterplan was also imprecise about costings.

Two options existed regarding the format for writing this report. One was to stay as close as possible to the Council’s Masterplan; however, that would be an artificial constraint. The canvas for this alternative Masterplan is not an existing document but the city itself. As a result, I have adopted the second option, with a looser reference to the format of the original document, and this extends to geographical coverage. The Council’s Masterplan approximately stretched from Harlequin Roundabout in the north to the southern end of Lower Dock Street in the south. At its furthest point west, the area extended to marginally beyond the railway station and to the east only extended beyond Corporation Road to include Clarence Place. While much of the focus will be on how to

3 develop the city centre as an economic agglomeration hub, to do so accurately it is necessary to discuss the city as a whole.

Objective

The purpose of this alternative Masterplan is not simply to improve Newport, but to create a radical step-change which would alter the current order of cities in and the Severn Region. If one continues to view Newport as of secondary importance to its neighbours, then that outlook will become self-fulfilling. At the same time, our neighbouring cities are also our partners on the world stage, attracting investment, tourism and major events to the area. Newport should continue to be an active member of Capital Region and seek to build upon the Great Western Cities report through closer working with and the West of England city region. The aim of developing an upwardly-mobile Newport is not to out-Cardiff Cardiff or try to replicate Bristol. Neither is realistic or desirable. What Newport must do is be bold in its own distinctive ambition. When Rotterdam was rebuilt after the devastation it suffered in World War Two, it did not seek to create a copy of Amsterdam, beautiful as that city is. It took the bold step to create something new, fresh and complementary to the other cities of the Netherlands. While the scale of the city may be different, the spirit with which the continuing development of Rotterdam is under-pinned is something Newport should embrace.

It is not the intention of this report to comment upon the Council’s Masterplan. That opportunity was taken during the consultation period. That said, it is worth considering an alternative to the vision statement as this sets the tone for the rest of the document. The City Council proposed: “a revitalised and vibrant heart for the city with a strong and independent identity that is rooted in Newport’s history and is forward-looking, continuing the impetus set by recent successes”. There is nothing inherently bad about that statement, but the words “continuing the impetus” suggest the opposite to the step-change this report will advocate. The majority of UK cities are making some progress and the most successful are pulling further ahead of the pack. To re-order the economic and wellbeing relevance of your city, it is necessary to be more radical. While a vision statement must be broad in its scope to remain relevant to every aspect of a Masterplan, it should not be vague in its direction.

The advantages of being Welsh & a gateway city

While the Welsh identity in itself is a powerful brand to differentiate Newport internationally, there are also pragmatic benefits to the city. As one of only three large cities in Wales, Newport should be able to draw the attention of the Welsh Government with greater regularity and focus than a similarly sized city in England could attract political interest from the UK Government. As the Welsh city closest to London and Bristol, it should play a vital role as a gateway to the economy of Wales. The first city in Wales should be a landmark, while is an iconic feature for those entering the country, the city of Newport could do more to establish itself as a destination for visitors and investment on this basis. While the state neither creates nor entirely controls the market forces which make Newport a tremendous location for economic agglomeration, the way in which policy harnesses these opportunities is central to the future success of the city. No matter what the political structures define, the city region around Newport extends into neighbouring council areas and western Gloucestershire, and overlaps with that of both the Cardiff and Bristol metropolitan areas. It is competitive to win a good share of people’s attention, but the potential market size is considerable.

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This need to develop policy to best harness the market is at the core of the way in which this report has been prepared.

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Movement Overview

The city centre can thrive only if people make use of it. This report’s section on planning notes the desire to increase opportunities for city centre living. But for many, the attractiveness of the city centre is predicated by the need for reliable, regular and appealing transport solutions. Two major projects which have relevance well beyond Newport must be considered. The first is the proposed . The decision whether to pursue the motorway-standard Black Route or the upgraded Southern Distributor Road Blue Route will inevitably have a knock-on effect for transport planning within the city. The second project is the South Wales Metro. This is a very welcome scheme and is scheduled to create some benefits for Newport, such as a direct rail link to Ebbw Vale and new stations at and . However, these rail improvements are far inferior to those proposed for Cardiff and Rhondda Cynon Taff. One difficulty with increasing rail connectivity within Newport is that there is little scope to create more stations without causing scheduling delays to mainline services. In terms of rail improvements, the Metro does represent a welcome opportunity for transport in Newport to progress, but not to the same extent as in Cardiff and as such, the relative economic disparity between the two cities could exacerbate. Newport could, though, benefit from embracing and expanding a different aspect of the Metro proposal.

A Bus Rapid Transit exemplar

Bus Rapid Transit (BRT) does not have the glamour of light rail, but with effort, many of the aspects which make light rail attractive can be replicated on the less costly and more flexible BRT format. A good BRT system would include:

• dedicated bus routes free from other traffic; • a “turn up and go” service frequency; • well-designed door-level platforms with clear signage such as those at rail stations; • clear schematic route planning; • on-board screens and announcements to show progress along the route; • low or no emission, comfortable buses.

The Metro proposals include a BRT route from Celtic Springs to Celtic Manor running through the city centre. However, for Newport to achieve a step-change in both transport and the city centre economy, it needs to embrace this solution more widely. The Metro is a South East Wales project which arguably does not fully identify Newport as an urban hub with a hinterland. A complementary BRT network designed for that purpose is proposed in this report.

BRT will require laying new bus-only roads, or significant adaptation of existing roads, both of which will have an environmental impact. However if one considers the case of Caerleon, where the roads are clogged, new homes are being built and pollution is high, a dedicated BRT route to and from the city centre could go a long way to easing current traffic problems which impact on quality of life and the environment.

BRT should also be considered to link the city centre with . It is appreciated that out of town shopping is often not conducive to prosperous city centres but, where a successful retail park is already operational, it makes sense to give shoppers the double opportunity for car-free

6 convenient shopping in both locations. Furthermore, the Southern Distributor Road near the retail park is prone to congestion and this is only likely to increase with the build-out of the development. BRT would benefit the retail park and residents alike, while offering shoppers the opportunity for a morning at one retail location and an afternoon in another, all within the city boundary.

BRT also has significant advantages over light rail such as the ease of updating routes. If introduced half-heartedly, it will fail to capture the imagination. But if Newport seeks to develop an internationally significant exemplar of how BRT can help the flow of people through a city, then it will not only become popular locally, but help the city establish its modern, green credentials to a wider audience.

Private vehicle use

Innovation in automotive technology is rapidly emerging and it is conceivable that car use in urban areas will, within a couple of decades, be based on hail and hire rather than private car ownership. Furthermore, vehicles are becoming far less polluting. Planning for such major changes in modes of transport is important, but we cannot tackle the problems of today by simply taking an educated guess at what will happen in twenty years.

At present, Newport is an overly car-centric city. This leads to congestion, pollution and the division of areas which would otherwise form a pleasant large area of public realm. Parking provision in the city centre is reasonable, though it could be temporarily expanded through agreement with landlords of currently unused development sites. Furthermore, technology offers the opportunity for residents with driveways which are not used during the day to rent the space to a city centre worker. Parking enforcement has been haphazard. Abuse of parking restrictions is widespread. It is noted that the administration of parking enforcement is being switched from Gwent Police to Newport City Council, which might improve the situation. Where there is a particularly acute shortage of parking, such as at the Civic Centre and railway station, consideration should be given to a low-rise multi-storey solution on existing parking land. Providing further space to resolve existing parking issues is one thing. On the whole, though, it is counterproductive to the wider transport strategy for the city to actively attract further private vehicle use in the city centre.

Park & Ride

Newport has a park and ride service at Christmas from the Civic Centre car park to the city centre, but this location is itself far too central to mitigate traffic congestion. Effective park and ride systems allow for easy access from major artery roads without bringing traffic onto urban streets. Such systems operate in Bristol, Bath and Oxford. However, in each of these instances the city is approached from a variety of directions requiring a minimum of three park and ride sites. In Newport the flows of traffic are from the east or west along the M4 and from areas to the north which would reach M4 junctions prior to entering the city centre. So there is less need for multiple park and ride facilities. In theory, one could be sufficient but with the pinch point of the Bryn Glas tunnels, it might be better to have an eastern and western park and ride service.

Both locations present an opportunity to work with neighbouring local authorities. Ambitions exist to convert Junction railway station into a larger park and ride facility. This already provides a rail link into Newport, but if served by BRT could also offer a bus link stopping at key locations east

7 of the city centre. Another option is a park and ride facility near Celtic Business Park / Glan Llyn. It would need to be planned with care to avoid disruption to the large residential development, but there is unused land which could be put to this purpose within the Newport City Council area, at least as an interim option.

Cardiff is served by a park and ride not far from the Newport border, off Eastern Avenue. In theory a bus could operate from there to serve the west of Newport. However, accessing the Cardiff East park and ride is not particularly intuitive or convenient for vehicles travelling eastbound along the M4 or from the valleys. A location served from junction 28 would be the better option. This could dovetail with the proposed South Wales Metro BRT route from Celtic Springs.

A Cardiff Parkway railway station is proposed for St Mellons. This has the potential to be very beneficial to Newport in terms of providing those in Marshfield and Graig wards with easier access to mainline rail. It should also reduce congestion at Newport Station from Cardiff-based passengers who use Newport as a free/cheap parking option to access the mainline. At the same time, one has to question how likely it is that a South Wales to London rail service is going to stop three times in Cardiff and Newport. The benefit of Cardiff Parkway would be undermined if it led to the loss of a direct rapid link to London, the South West of England and the Midlands from Newport. While Cardiff Parkway should be supported, any reduction of services to and from Newport must be guarded against.

A two-site park and ride proposal has thus far worked on the presumption that traffic traveling south from the Valleys would join the M4 and travel to the most appropriate of the park and ride facilities. There are alternative options. One would be a BRT park and ride service from and/or Malpas. This would probably not be on the same scale as those serving the M4 and could make use of existing brownfield land. However, rail connectivity including the new Ebbw Vale link also has its part to play and, if stations to the north of Newport were to increase their park and ride capacity it could be mutually beneficial to Newport, Caerphilly and Torfaen. Rail only provides connectivity to the centre of Newport, BRT could stop at other destinations and should be integrated into proposals.

Cycling

Cycling infrastructure across the UK is poor. We need to provide more dedicated cycle paths / lanes which are physically separated from motorised transport. As a location offering both pedestrian and cycle routes, the riverfront area would be an obvious starting point. The challenge is to develop useful routes which are largely uninterrupted by motor vehicles. If cycling is safe, people are more likely to cycle, with the city at large benefiting from reduced congestion and pollution. A long-term aspiration should be an urban cycle hire scheme. However, such schemes have failed when introduced too early to a city. The cycling paths and safe routes should be the priority. From that point, demand will increase and a cycle hire scheme become more viable. Perhaps the city which is home to the Geraint Thomas National Velodrome of Wales should also aspire to be the most lycra-clad city in Wales.

Walking

Newport is a remarkably walkable city. The majority of destinations are within close proximity. Regrettably not all of the routes are attractive or feel as safe as they should. To make Newport an attractive walkable city requires a shift in thinking, but once in place it will have benefits in terms of improved health and cost saving, alongside reduced congestion and pollution. The starting point for

8 creating a truly walkable city is to consider what interrupts or inhibits walking. If traffic is continually taking priority over pedestrians, there is going to be less incentive to walk. If subways are dirty and regarded as unsafe, people will shun them. Aspects of the changes required to create a clean and safe environment will be touched upon later in this report. A long-term bold objective to really put a healthy Newport on the international map would be a network of raised walkways. This could harness the spirit of New York’s High Line. There, a disused elevated railway was converted into a pleasant pedestrian experience. This approach is not just about creating a more pleasant environment, but it is also uninterrupted travel on foot between blocks which if you’d been walking at street level would have entailed regular stops for traffic lights to change. With such a network it becomes quicker to walk between locations making travel by foot an attractive alternative to a short drive. While ambitious, for a city of iconic bridges the principle is in keeping with the local dynamic.

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Economy & Planning Harnessing an opportunity

Newport is currently in the midst of a once in a generation opportunity to radically alter the economy of the city. House prices are rising, new homes are being built, and talented graduates from nearby cities, notably Bristol, are being attracted to well-connected but lower-cost Newport. This phenomenon has accelerated with the decision by the UK Government to abolish the tolls. It does present challenges to business-as-usual in the city, but that disruption to our civic thinking is precisely the opportunity to create a step-change in how Newport operates for citizens and is perceived beyond its boundaries. The growth of the city in terms of people and economy is rooted in market economics. But how this boost is harnessed for the long-term sustainable good of Newport is down to policy.

Intercity connectivity

The transport section of this alternative Masterplan focused predominantly on movement within the City of Newport or just into the areas of neighbouring authorities. Key to the economy of Newport is good connectivity with other cities for access to good employment and collaboration between business and academia. Significant linkages for Newport include, but are not limited to, Cardiff, Bristol, London, Bath, Gloucester and Cheltenham.

New development

A rise in house prices can be perceived as a good news story for home owners. However, for a city it is more typically viewed negatively as it makes it more difficult for people to get a foot on the housing ladder. The more nuanced approach is to see it as a challenge which comes with an increasingly successful city. Migration, whether within national boundaries or globally, sees people move from one location to another because they regard it as a better place to live. On an international scale it is no surprise that migration flows are towards safe, democratic and relatively wealthy nations. The same principle is at play with internal migration. People move for good reasons. The flow from high-house- price and constrained-development Bristol to comparatively lower priced but well-connected Newport is a search for a better quality of life.

Not only did Newport hit the headlines this year for the rapid rise in house prices but it also did so for being the leading local authority in terms of the number of new homes being built. While supply is not quite matching demand, the rate of building should be applauded. By the standards of many local authorities, Newport had a remarkably uncontentious Local Development Plan (LDP). The post- industrial brownfield sites in the city are allowing significant development of new homes while avoiding the worst aspects of the in-built conflict between residents and developers that lies in the planning system, with little voice for those who would actually live in the new homes. The LDP provides a sound base from which to expand homes for both ownership and rent across the city. The numbers involved should be reviewed in line with the current level of interest in living in the city.

Where additional opportunities for residential development occur, Newport City Council should work constructively with developers to ensure swift progress of mutually agreed planning proposals. In particular, city centre developments should be encouraged at an appropriate density for the setting.

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Newport’s proximity to Cardiff and Bristol has had the peculiar effect of seeing affluence on the periphery of the city grow, while the city centre has struggled to adapt to modern retail habits. The greater the number of new homes built within walking or cycling distance of the city centre, the greater the retail footfall. Conversion of excess retail units into homes and offices will mean that there are more people to make use of the retail offering.

New home developments should, for the most part, be in proportion with the oft-overlooked beautiful architecture which exists in our city centre. That is not to replicate the architecture of the past, but to respect it, mirror its proportions and to use modern architecture as a complement to the city’s history. There has been recent controversy over the provision of parking associated with city centre homes. While it is understandable that car use should be discouraged, there is also a need for realism. Much of Wales is inaccessible without a car. Developments with limited or no parking should have easy car club / hire options. The vehicles themselves need not be kept on site so long as they are easily accessible.

New development in the city centre and in existing residential areas should be of a human scale while also making best use of the land available. A consistent model for this would be construction of town houses with squares which encourage public interaction. A dense urban building style is not an excuse for tiny rooms and cramped living conditions. Shared pedestrian areas such as parkland and public squares are to be encouraged. So-called “shared space” with cars should be resisted unless a compelling case can be made for a specific location.

While the city centre should be a modern reflection of its historic architecture, a bold approach on ex- industrial sites could help establish Newport as an innovative architectural destination. If a brownfield site becomes available for development, the City Council could create what this report will term a “free-planning zone”. Within this zone, the Council will set out only a basic brief for the requirements of the development in terms of numbers of properties and mix of use. Developers would then be actively encouraged to be innovative in creating landmark design, and invited to submit vision documents to planners and planning committee members during a week-long charette. This will speed the planning process making it an attractive option with a lower initial outlay for the developer. The city can gain from exciting cutting-edge design to catch the eye and create distinctive new homes and commercial premises.

Where possible, development should be designed to draw people into the city centre. However, realistically there are businesses and institutions which prefer to be located out of town. Where new developments of this nature take place, or are expanded, consideration should be given to using the business or institution as an anchor to wider development with sufficient public transport infrastructure.

Commuter economy

Critics of the current growth in Newport paint a negative picture of Newport becoming a Bristol commuter suburb. Not only is this woefully unambitious but one wonders what these critics would propose to unfairly and arbitrarily prohibit such movement of people. Ignore the moaners. Once people are attracted to Newport, the right policy decisions can activate their talent and skills to work with existing residents to revitalise our city.

Even in the very first instance, a commuter economy is, while sub-optimal, still a productive outcome for Newport. If people who once lived in high-wage Bristol have moved to Newport because it offers

11 greater affordability, logic would suggest that they have more disposable income. Whereas in the past a small amount of disposable income would have been spent in the Bristol economy, now a larger sum will be spent with some of that coming to Newport. A home for business

In the longer term, the real potential is converting a commuter economy to one which is locally based. A graduate may spend five to ten years commuting to Bristol, but in time might look to work closer to home. Perhaps some, with increased wealth, will move elsewhere. But for others Newport will be home and they will look to establish businesses locally. Policy makers at a local authority, city region and Welsh Government level can create an environment which encourages people to choose to stay in Newport, with access to many markets but without the high costs of being based in Bristol. Foundational and agglomeration economies

The Foundational Economy has been the topic of considerable interest in the Welsh Assembly. This idea of an economic model which is based more on the needs of local communities than upon attracting multi-national employers is welcome. There can be no doubt that such an approach has an important part to play in the future Welsh economy. However, this report would caution against it being viewed as a simple counter model to the widely cited agglomeration economy which fuels city growth. The two approaches can complement one another.

The Office for National Statistics presents an opportunity to build on some initial agglomeration work to attract private sector data business to consider establishing a base in Newport. The highly skilled workforce in the field, good connectivity and relatively low land costs offer a framework to a compelling pitch. Cyber-security is another area in which Newport is establishing a presence from which it can build, though thus far it is very reliant on academic institutions. With regard to digital innovation and infrastructure, the opportunity to partner with the Bristol is Open project should be examined as this could accelerate the adoption of smart city technology in Newport.

Once again, the ideal location for most office-based work is near the railway station in the city centre. While this report is not proposing the relocation of existing major employers, the civil service offices in the west of the city are commuter-by-car focused with little scope for employees to engage with Newport businesses. A city centre office would discourage car use and boost lunchtime and after work trade for city retailers. It will be important to study the commuting routes of Newport office workers to best ensure that public transport options are attractive. For example, a BRT route entirely within the Newport City Council area might not be sufficient for someone who lives just beyond the local authority border but works in the city. While crossing borders requires diplomacy between authorities, it should not be an obstacle to a people-focused transport network.

The retail footprint of Newport city centre is too large for modern shopping habits. While this is a challenge for many cities, the difficulty is particularly acute here. The sheer scale of what is classed as the retail area has led to negative stories because data indicates a disproportionately high number of empty retail units. By focusing incentives to attract shops into a hub city centre in and around Friars Walk and along a clear connecting route running from the railway station to Friars Walk and the Kingsway Centre, it is possible to reinvigorate the city’s retail offering. Any successful urban centre must now offer experience-based retail and socialising along with central office space and residential properties. The conversion of units outside the city centre hub from retail to residential should be evaluated on a case by case basis, but the broad policy theme should encourage such change. More people living on the doorstep of the city centre will increase the customer base for traders. However,

12 care should be taken to provide a mixture of private, affordable and, if appropriate, student residential types and tenures.

The Market

Newportonians have an emotional tie to their city’s Market. We all want to see it succeed. Much discussion has taken place as to why it has struggled to a greater extent than other markets in South Wales, but the stark reality is that it has declined considerably. Efforts from market traders to reinvigorate it are to be applauded and encouraged. There does also need to be a longer-term strategy. It is noted that early stage discussions have taken place with Loft Co regarding the creation of “a 24-hour working/living space with a tech hub, apartments and performance space”. While details are sketchy at the moment, the Council is right to support this initial proposal. Hopefully, a more detailed plan will come forward which offers value and a transformative effect on this Newport asset. The launch of a Newport Christmas Market in 2018 is a very welcome addition.

Night-time economy

While the retail boost has been very welcome, the transformative effect of Friars Walk has been most noticeable in creating a diverse night-time economy. Popular restaurants and a cinema have broadened the after-dark options from just pubs and clubs. The late-opening gyms have also offered another activity as do the city’s theatres. This range of activities makes the city centre a more pleasant place to be at night, although it is not without concerns over security and safety. A focus on building upon this range of activities, and provision of well-lit patrolled streets will allow for further progress. Such measures to improve personal security and safety must extend beyond the hubs of the night- time economy to include pedestrian routes to rail and bus stations.

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Public Space

Environment

A pleasant, safe and attractive city centre is essential both to the wellbeing of citizens and to maximising the economic potential of Newport. From improving air quality through to the need to attract people into the city centre on the basis of social experience rather than simply retail, the environment is central to all planning. While this report does not seek to criticise what has happened in the past, one recent example demonstrates that environmental considerations are still not at the core of urban planning in the city. The recent St Paul’s Walk public realm development linking Commercial Street and Kingsway is dominated by hard landscaping, with little greenery. This report argues that the opposite approach should be taken. Where hard surfaces are required they should be used, otherwise our default response should be to lean towards green.

In practical terms this would require significant city centre tree-planting and greater use of planting troughs, but it could also be more radical. An innovation such as a turfed rather than paved city centre would stand out in an era when people complain that “all high streets look the same”. Consideration would need to be given to how this could be managed in inclement weather but combinations of grass and concrete exist, and so too does the possibility of creating stone and concrete paths running through a turfed area. With sustainable drainage systems included in the planning process there is potential to deliver a unique city centre experience which is also beneficial to the environment.

The cleanliness of streets close to the city centre is a matter of serious concern. When people walk in our city we want them looking up at the opportunities it offers, not down for fear of what they might step in. We need to achieve a step-change in how people are treating these areas. The Council cannot just be expected to tidy up after the irresponsible. However, to achieve a change the Council does need to take the lead with a rigorous deep-clean programme. Once that has been carried out, a campaign should emphasise the social unacceptability of dropping litter or failing to clear dog waste. Whether there is enough provision of waste and recycling bins should also be assessed.

The riverfront

Newport has yet to seize upon the attraction of waterside living. The large pedestrian area which runs alongside both river banks is sadly under-utilised. Where there should be a café culture, there is little sign of people engaging with and enjoying the space. Sadly, where there are gatherings of people, the main purpose is often to be out of sight for the purpose of drinking alcohol. The whole riverfront area should be re-assessed with more activities and art included, and natural lines of sight factored in to improve security. Even when festivals are taking place, only a small proportion of the pedestrianised area tends to be used. The riverfront is an obvious gathering place for citizens so long as it is safe and attractive.

Culture

Accessible street art and innovatively designed street furniture should also become part of the offering of the city centre. Such features not only promote character and distinctiveness, but also help

14 construct a stimulating environment in which to work, study and socialise. Much attention in terms of art installations in Newport is understandably given to the Chartist movement. However, this report would encourage ideas beyond the history of Newport, to also embrace the people of a broad range of nationalities who now call this city home.

Pianos placed in public locations and available for anyone to play have proved an accessible cultural asset to cities around the world. Certainly, this is an idea worth considering, perhaps for Friars Walk. But it is also worth considering what other opportunities could be available if we approach culture for the masses in the same way that the first person to place a piano in a city centre did.

Newport Civic Centre is an impressive building and the murals inside, depicting historic images of the city, are powerful and poignant. They are however seen by only a small proportion of citizens. Efforts should be made to encourage more public activity in the Civic Centre. The practical workings of an office can be maintained while still allowing the people of Newport to see and interact with the hub of civic democracy.

Safety and security

Newport needs to be and feel a safe city. Development must play a part in this through creation of lines of sight and natural surveillance to avoid dark and unsafe areas. This is particularly relevant in the theoretically useful, but off-putting, pedestrian subways. Where someone does feel threatened or uncomfortable there should be clear scope to contact authorities. A scheme, which could be advertised in shop windows, under which retail outlets nominate a member of staff to provide a safe point of contact to anyone in the city who feels threatened would be a simple but major step in creating a safe-city atmosphere.

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Conclusion Step-change, sustainability, ambition

The ideas pitched in this report are not aimed at merely maintaining Newport’s standing as the third city in both Wales, and the Severn Region. Rather they seek to identify the immense potential this city has to be so much more. Newport is blessed by geography as both a gateway to Wales and on the doorstep of affluent rural and urban neighbours in the South West of England. Well connected by road and rail with the rest of the UK, but without the restrictively high land and housing prices of our neighbours. Throughout history, cities around the world have risen or fallen in prominence; there is no status quo. Those which have risen have done so due to trade, migration and connectivity. Newport has all of these advantages.

The other key factor is policy making. If this city is to harness what the market is offering for the good of the city at large, it will take bold ambition. Such ambition can seem alien at a time when local government has seen budgets significantly reduced. To deliver on the vision of this document will require partnerships between tiers of government and beyond the public sector. It would require the UK and Welsh Governments to empower Newport City Council and Cardiff Capital Region with all institutions supporting a transformational programme. And, importantly, the city needs to look beyond the electoral cycle in planning ahead.

Progress is within reach; but the opportunity will be undermined if we succumb to partisan bickering. Long-term sustainable planning, such as the shift from car use to integrated efficient public transport, will require some controversial decisions in the short-term but be worth it. Transparency of decision making is essential, and it will be important to explain to residents how projects are being taken forward. Of course, for a city which takes pride in its Chartist heritage, how our democracy operates is of paramount importance. Good governance requires effective and challenging scrutiny. However, scrutiny which is effective is not that which screams ‘outrage’ or ‘betrayal’, but that which offers considered challenges and alternative options. No one person, nor one political party, can deliver the step-change that will lead to a cleaner, greener, safer, and more vibrant city. We all have our part to play in making Newport an even better place to live, work, study and socialise. To achieve it, we must be bold.

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About this report

This alternative Masterplan was prepared and published by Nicolas Webb.

The report was published on Tuesday 13th November 2018. www.ndwebb.com www.twitter.com/ndwebb

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