Transport campaigners have expressed strong opposition to Welsh Labour’s renewed backing for an M4 relief road near Newport.
Representatives of Transport Action Network (TAN) Cymru argue that lessons from the scheme’s previous cancellation have not been adequately addressed.
Financial and environmental objections that prompted the project’s abandonment in 2019 remain relevant, according to the organisation.
The group submitted its position to the Senedd ahead of a scheduled debate on October 21.
TAN Cymru transport campaigner Gwynfor Edwards maintained that expanding motorway infrastructure would not solve congestion problems in the Newport area.
Edwards emphasised that increased road capacity tends to encourage additional vehicle usage, while the economic and ecological objections raised previously continue to hold validity.
The campaigner advocated prioritising proposals put forward by the South East Wales Transport Commission, which identified public transport solutions as a more effective approach to improving connectivity between Cardiff and Newport through measures including new railway stations.
Edwards supported Labour’s stance on retaining motorway junction access but stressed that closing junctions 25, 26 and 27 would merely divert traffic onto residential streets.
Newport residents require concrete timelines and properly resourced strategies rather than further postponements, according to Edwards.
First Minister Mark Drakeford halted the original relief road proposal in 2019, citing prohibitive costs and environmental considerations.
His administration subsequently commissioned the independent transport commission, commonly referred to as the Burns Commission, to explore alternative solutions.
The present Plaid Cymru administration has confirmed the black route will not be reinstated but has commissioned an 18-month examination of alternative road-based proposals before selecting a preferred option.
Official assessments indicated that no single intervention could fully address congestion levels, necessitating a combined approach incorporating road enhancements alongside complementary measures.
A comprehensive five-year strategy encompasses motorway preservation, revised traffic management protocols, specific road and junction upgrades, and incentives encouraging haulage companies to utilise alternative corridors such as the A465.
Railway development proposals feature accelerated delivery of Cardiff Parkway and stations at Magor and Undy, enhanced facilities at Severn Tunnel Junction, and improved bus services linking Newport with Cardiff.
Deputy Transport Minister Mark Hooper outlined measures to reduce peak-period traffic volumes by approximately ten percent.
Hooper noted that removing any vehicles from the network provides meaningful relief on a motorway straining at or above maximum capacity during peak hours.
Proposals circulated earlier included closing junction 27 at High Cross along with eastbound slip roads at junctions 25 and 26.
Updated cost projections place relief road construction at approximately £3 billion.
Planners also cautioned that the former route has lost statutory planning protection, potentially increasing project complexity and expenses should development proceed along the corridor.
Ken Skates, serving as Welsh Labour leader, insisted that alternative strategies would prove insufficient for addressing congestion on the existing route.
Skates suggested changed circumstances since 2019 warranted fresh environmental assessment work.
Plaid Cymru Member of the Senedd Peredur Owen Griffiths, representing the Casnewydd Islwyn constituency, labelled Labour’s position hypocritical, accusing the party of reversing its own previous decision.
TAN Cymru further noted that as recently as seven months prior, Skates had endorsed public transport enhancements while holding the transport portfolio and declared the relief road concept defunct.