We move on to the next item on the agenda, which is a statement by the Cabinet Secretary for Economy and Infrastructure on transport modernisation—an update on the Wales and borders franchise and metro programmes. I call on Ken Skates to make his statement.

Diolch yn fawr iawn. As part of an integrated public transport system, rail services have an important role in transforming the socioeconomic prospects of our communities, and it is vital that they are of a high quality and are effective, affordable and accessible to all. Services must be designed to meet the needs of passengers in the twenty-first century. We want to ensure that the right choices are made for the future so that our railways deliver the best possible service for the public. Members will be aware that, whilst powers to set Network Rail’s priorities and funding in relation to the Wales route are currently reserved to the UK Government, agreement in principle was reached with the UK Government in November 2014 to transfer the powers to award the next Wales and borders franchise to Welsh Ministers.

For the last 18 months, we have been in detailed discussions about the terms of a final agreement for the transfer. Once that agreement has been reached, the necessary parliamentary processes can then be enacted in order to conclude the transfer of functions, as agreed with the UK Government, by early 2017. The next Wales and borders franchise, which is planned to commence in October 2018, represents a step change that will enable us to put rail services at the heart of our transport system. Cross-border services are a significant area of focus and, in particular, which of those services should be operated under our next franchise. I am hoping to reach a satisfactory agreement with the Secretary of State for Transport on this matter in the near future.

In preparation for the transfer, in January this year, we opened the first in a series of public consultations aimed at informing our approach to the future of the Wales and borders franchise. The first consultation rightly focused on establishing the quality standards that the public wish to see for the next franchise as part of our ongoing public engagement towards the development of rail services in Wales. We received 190 responses from a wide range of stakeholders across areas served by the franchise. Respondents to the consultation stressed the need for enhancing the experience for passengers and provided us with their views on a wide range of areas including reduced overall journey times, increased passenger numbers, reduced costs, capacity improvements, enhanced accessibility, better connectivity and improved punctuality, reliability and quality.

On trains, they placed focus on facilities that enable people to work and communicate more effectively, greater levels of comfort, improved provision for disabled passengers, consistent availability of catering services, reliable ventilation and air conditioning and adequate space to store luggage and bicycles. At stations, people said they want improvements to the availability of sheltered seating facilities, enhanced ticket purchasing facilities, better CCTV, expanded secure bicycle storage, improved cleanliness and developments in catering and retailing outlets.

Today, I am publishing a report summarising the responses on our website and to stakeholders. The procurement of the next franchise will start shortly and will be guided by what the public has said. The procurement is being designed so that we can deliver transformational metro systems as part of a wider transport modernisation programme. The first step is to procure an operator and development partner that will deliver the outcomes we want to see from the next franchise and metro systems. The process will include a programme of engagement activities with stakeholders and, after we have a clear set of proposals for a new contract early next year, there will be a further formal public consultation. Subject to a successful process, we will award that contract at the end of 2017.

For south Wales, where plans have developed as part of the city deal, we have secured an agreement and funding from the UK Government to take forward the south Wales metro. Working with the operator and development partner, we will award infrastructure delivery contracts for the south Wales metro in spring 2018.

We will want to see bidders for the next franchise proposing innovative solutions to deliver improvements that are achievable within the infrastructure constraints and represent value for money for both tax and fare payers. Construction will take place from 2019 with services operating as soon as possible. This will depend on the solution being delivered.

The plans for the south Wales metro include significant match funding from EU structural funds. We have maintained discussions with the rail industry since the referendum and there remains substantial interest in delivering the next franchise and south Wales metro. However, it is clear that it will be difficult to deliver the same scale of transformation without a guarantee from the UK Government that funding will be available. I am also keen to press ahead to progress the metro programme for north Wales as part of the wider transport modernisation programme in the region.

Last week, I held a successful north Wales summit with key stakeholders from both sides of the border to discuss how economic opportunities across the region can be maximised. The opportunities for modernising our transport network across the region played a key role in that discussion. Electrification of the north Wales main line provides a backbone for the modernisation programme. Metro north will provide a focus that is centred in north-east Wales around Shotton and Deeside, but I want to ensure that this is part of the wider regional transport modernisation programme, maximising the opportunities of cross-border connectivity, spreading to the north and east into England, west to Holyhead and Ireland and south to mid Wales and the west midlands.

We have already started work on a number of studies to help us deliver an outline business case for metro north and we are working with key stakeholders to modernise the transport offer across the region. Whilst infrastructure is a keystone to modernising the network, co-operation and co-ordination between the bodies that deliver transport functions across the region is vital in order to ensure the planning, funding and delivery of enhancements, and progress in areas such as integrated ticketing and collaboration on information provision, take place at pace and is effective, and we will be working closely with partners to take forward this programme. It is my belief that we can help to drive an arc of prosperity centred in Wales that maximises the opportunities from Holyhead to Wrexham and on to Liverpool, Manchester, Leeds and beyond.

May I thank the Cabinet Secretary for his statement and also welcome this update—first of all on the Wales and borders franchise, and also the situation with the metro? Of course, in talking about the franchise in the first instance, the situation as we talk about trains can be difficult because not all railways are devolved here to Wales, and specifically with this particular franchise, part of the track is in England and part of the track is in Wales also.

Now, the intention of the United Kingdom Government, as we know from the command paper, was to prescribe that some services serve markets in England and take them from the map for the franchise here, and reassign them to a franchise in England, disregarding the fact that these English franchises would run services into Wales, but that our Welsh franchise would be prohibited from doing the same. Now, the United Kingdom Government has reassured us that Wales won’t lose out financially—we’ve heard that many times over the past few weeks. However, following the way that the Wales Bill has been treated, we on these benches aren’t willing to trust their words. So, I would like to ask the Cabinet Secretary: what representations have you made to the United Kingdom Government to ensure the best deal for Wales in terms of the Wales and borders franchise?

In turning to funding for the metro, the Brexit vote a few weeks ago will cause a great deal of uncertainty, as the Cabinet Secretary has said, in terms of funding for the Cardiff metro. We are all working on the assumption, of course, that the United Kingdom Government will make up all of the funding promised to Wales by the Brexiteers, and some of them part of the Government—whichever Government comes in the coming days. However, if that doesn’t bear fruit, what other ways of funding will the Welsh Government pursue to ensure that the metro does serve people of the region effectively? Remembering our meeting last week, Cabinet Secretary, in relation to a national infrastructure commission for Wales, are you prepared to ensure that the infrastructure commission has the powers and the responsibilities that are independent of the Government to consider innovative ways of ensuring capital funding to fund the metro, if needed?

Turning to the north Wales metro, you’re talking about a north Wales metro but we all know that it’s a metro for the north-east of Wales and the north-west of England, because a great deal of Wales to the west of Rhyl—with all due respect to Rhyl—that’s where your proposals end. And you also talk in your statement about work that is under way to improve links between north Wales and the east of England, and a number of other places, including the west midlands. But there’s no talk of schemes to connect the north and south of our nation here in Wales. You’ll be aware that Plaid Cymru has reiterated this point for decades now, which is that it becomes increasingly difficult to unify our nation without the infrastructure needed to connect north and south. When the Welsh Government has a great deal more interest in mentioning connections with other nations, but is not willing to consider connecting the communities of our nation with each other, could you discuss this loss in these schemes, which is the huge need to have better connectivity between north and south Wales? Thank you.

Can I thank the Member for his questions today, and also for the fact that he welcomed this statement and the progress that is being made on the franchise? As I said in my opening statement, we hope to resolve questions over cross-border services that will deliver the best outcome for Wales in the coming weeks and months. In terms of funding from the EU, the capital sum amounts to approximately 20 per cent of the entire metro project, so it is a considerable sum of money, which I do not believe could be compensated for through borrowing by the establishment of an infrastructure commission that sought to borrow for the purpose of capital—not least because there would be implications in terms of ongoing revenue costs for borrowing. It is our position, very clearly, that we expect every single penny that we had assumed would come from the EU to come now from the UK Government, as has been promised repeatedly by those who campaigned for Brexit. If that does not happen, then this could mean, unfortunately, a reining in of the plans for the metro, which may include, for example, fewer services available or fewer stations and park-and-ride facilities at planned stations. It would be most unfortunate, however, as I say, our position is that we believe that every penny for this proposal should still come to Wales albeit from the UK Government rather than direct from Europe.

With regard to the metro programme for north Wales, something in the region of 20,000 people travel from north Wales to the north-west of England every day. Something in the region of 20,000 people travel from the north-west of England into north Wales every day. The cross-border travel is enormous. It puts great pressure on the road infrastructure and on the rail infrastructure. There are also significant issues with a lack of upgrading of the rail infrastructure in north Wales—historic lack of upgrading and maintenance of north Wales rail infrastructure, which requires attention.

The Mersey-Dee access area represents an economy in its own right that contributes something in the region of £35 billion a year to the UK economy. I do not believe that focusing on a solution that brings together the north-west of England and the north-east of Wales in any way distracts us from ensuring that there is a pan-Wales solution to our transport problems, and indeed a solution that better connects the north-west of Wales with the north-east of Wales. That’s why we’re bringing forward work, accelerating the work that’s taken place on a business plan for a third crossing on the Menai strait.

In terms of the north-south links, well this Government has invested heavily and is investing heavily in solving traffic problems between the north of Wales and the south of Wales. Rail times have been cut. We are constructing, as the Member is aware, a Newtown bypass. There are improvements to the A44 and A487 at Aberystwyth, there are infrastructure improvements taking place on the Cambrian line. We’re funding additional service improvements on the Cambrian main line to provide a partial hourly service. We’re funding additional services to the Heart of Wales line to provide five services per day on a three-year trial basis to May 2018. We’re funding our TrawsCymru service in mid Wales as well, including the T4 to Newtown and considering how the network might be enhanced. I would urge Members not to see individual components of the transport plan as being more important than the overall picture for the entirety of Wales. It is part of a national plan for improving the whole of Wales’s transport network.

Can I thank the Cabinet Secretary for his statement? Cardiff and its surrounding area is of course the fastest-growing region in the UK, and the growth brings with it increased usage and growing pressure on pre-existing transport infrastructure. With this in mind, it’s important that future modernisation of the Welsh transport industry not only copes with this growing demand but caters for the needs of the Welsh people and encourages future success and growth in Wales. Now, certainly, my party has long believed that the south Wales metro is an essential project for connecting the people of south Wales and delivering economic growth in the region. The First Minister claimed last month that the metro cannot go ahead without European money; I’m pleased that you were not so dire in your statement, but still outlining the difficulties, of course, which is correct.

Given the result of the referendum, I am keen to understand how the Welsh Government will approach the south Wales metro project. The EU—. I think, in reply to questions from Dai Lloyd, you mentioned 20 per cent of the total cost coming from EU funding, and I must admit, as I say, I’ve only just looked at these figures myself, but it seems to me that the EU contribution was £106 million to the project in regional development funding, which was earmarked for the south Wales metro. The total city deal was £1.2 billion, so my rough calculation says that’s 8.8 per cent of the total cost, but I accept if I’ve got that incorrect; I’m looking for some clarification on that.

With this in mind as well, I wonder if I could ask the Cabinet Secretary what, if any, contingency plans the Welsh Government put in place for the project before the referendum took place. Was the Welsh Government in discussions with the UK Government’s Department for Transport regarding possible funding before the referendum in the eventuality that the British people would vote to leave the EU? Could the Cabinet Secretary detail what discussions he has had with the UK Government so far in securing this funding? Additionally, what sections of the metro project were to be directly funded by EU funding?

Regarding the future funding of this project, what will the Welsh Government’s contingency plan be in the result of the UK Government funding being unavailable in the immediate future? Are you looking as well for other ways of funding the project? Perhaps you could bring some detail on that.

I am pleased that you have released more information and details on the metro programme for north Wales and I welcome the calls for electrification and maximising connectivity with England and Ireland. Details on the actual substance of the project I think are still a little sketchy, so I look forward to more detail on that. Could the Cabinet Secretary perhaps provide some further details on this project, including a time frame for delivery, information on where the north Wales metro will operate and the available funding for the project?

I’m also pleased the Welsh Government has detailed more details on the new Wales and borders franchise, and I wonder if the Cabinet Secretary could provide some details about his understanding of the changes around the cross-border services. You mentioned that in your statement and I’m keen to have some more understanding on that.

Finally, as I say, I was disappointed that the Cabinet Secretary didn’t cover any details of how Transport for Wales operates and is funded. Created two years ago, it was claimed to be an overarching strategic body for transport, but so few details exist about it. Currently, £3.7 million has been spent on Transport for Wales and yet there’s no public-facing website and little information on the Welsh Government’s website. Also, I should say I did submit a written question to the Cabinet Secretary just recently. My question was: will the Minister provide an update on the timescales of delivery for Transport for Wales? And, the answer I got back last week was, ‘I will be making a statement to the Chamber on 12 July.’ Well, that’s true, of course, but there’s no details on Transport for Wales, so could the Cabinet Secretary, therefore, provide some details on how Transport for Wales operates? What is its function? How is it governed? What has the £3.7 million been spent on so far? And how does it link with the Cardiff capital region? I’d be grateful for a reply on those questions. Thank you.

Can I thank the Member for his questions and, again, thank him for welcoming the statement today? He is absolutely right to say that the south Wales metro is vital in alleviating some of the congestion—much of the congestion that we see in the region. It’s my belief as well that the metro initiative will be a great driving force for social mobility.

In terms of contingency planning during the referendum, we were assured during the referendum there would be no need for a plan B because those who were arguing for exit were promising us that every single penny of the cost of this programme would be provided for. I did, in my answer to Dai Lloyd, outline what will happen in the event of the UK Government failing to honour that promise.

In terms of the cost, and the Member raised the proportion of the cost that can be allocated to the European funding, it’s about 20 per cent in terms of the capital for the infrastructure of the overall cost of the south Wales metro, being £734 million for the actual capital for the infrastructure. So, it’s approximately 20 per cent.

In terms of the roles, functions and delivery of Transport for Wales, I can run through, in brief, as brief as I can, some of those questions that the Member raised. Transport for Wales, as the Member may be aware, has been established as a not-for-dividend wholly owned subsidiary company of the Welsh Government to provide the expert advice that we will need to prepare for the procurement of the Wales and borders franchise and the metro. The company is often compared to Transport for London, which was set up by a specific Act of Parliament and has a wider executive competence than Transport for Wales.

Transport for Wales can only carry out functions on behalf of the Welsh Ministers and cannot deliver local authority transport functions or operate commercially. This currently limits its ability to deliver services such as trams or river buses. There are no existing secondary powers that could create such a body in Wales, and it would require primary legislation, which could be a UK Bill or a National Assembly Bill, depending on whether items for inclusion and their remit are within competence.

Transport for Wales advises on and supports delivery of the south Wales metro phase 1 and will procure and deliver the next Wales and borders rail franchise and south Wales metro phase 2.

Transport for Wales has been engaging with suppliers in the market to explain the approach before the start of the formal procurement process for the south Wales metro phase 2 and the Wales and borders franchise. Transport for Wales is not for profit, and any surplus funds will, therefore, be returned to the Welsh Government or will be reinvested.

The development and procurement of the metro phase 2 is being linked with the procurement of the Wales and borders franchise, and Transport for Wales has been engaging with the market to explore possible options for delivering the next Wales and borders franchise and rail infrastructure works to support delivery of the south-east Wales metro.

Its discussions with the market have been guided against a set of high-level outcomes, which include, amongst many, reduced overall journey times by providing faster and more frequent services and better interchanges between modes, an increase in people using public transport through the provision of new and improved passenger services and having the capacity to meet demand during peak periods and special events. Those who are part of Transport for Wales offer that expert technical advice to ensure that these high-level outcomes can be achieved.

In terms of the north Wales metro, I outlined to Dai Lloyd the vision for the metro, the broad vision, which is to connect north-east Wales with the north-west of England but to also ensure that there is seamless integrated travel right across north Wales and further south, both within mid Wales and to the west midlands.

The delivery of an outline business case for metro north, which will set out the preferred solutions for modernising transport across the region and supported by stakeholders, is an early priority of mine. Costs will be gathered from the national infrastructure investment plan and with possible inclusion of funds from any growth deals on either side of the border.

I’m grateful to the Minister for his statement and support the sensible devolution of this franchise to the Assembly and to the Welsh Government. I note, though, there has been 18 months of negotiations, and I wonder if the Minister could update on why those negotiations have yet to come to fruition. He compared Transport for Wales to Transport for London and mentioned some of the differences. I recall, in another context, despite Transport for London’s transformative improvements to the overground in London, it found it very difficult to negotiate extensions even very slightly outside the greater London boundaries to Hertfordshire and to Kent, and I just wonder what the Minister is doing in terms of those services that go along the border, in terms of convincing representatives and people who’d benefit from those services that a focused Welsh Government looking at that franchise is more likely to deliver improvements, perhaps, than a UK Government that has a very large number of franchises across the UK to consider.

The gap, I felt, in his statement was any update on the timescale for electrification. He mentioned north Wales electrification as the backbone for modernisation and for the Metro North proposals, but surely that electrification is still a very distant prospect, unless he can update us on anything we’re not aware of. Given delays that have been elsewhere, it’s very difficult to see that north Wales electrification coming on a quick timetable, and I just wonder how he can use it as the backbone for everything else, given the challenges involved in delivering that.

On electrification in south Wales, I just ask: can he give any update at all in terms of the likely timings? We saw over the weekend the Bridge Street bridge in Newport being removed and laid by the tracks outside the station, and that is encouraging and a physical manifestation of progress, but when does he expect electrification to be complete to Swansea, and what can he say about what improvements we will see in journey time and, potentially, frequency, and how does that feed in to the negotiations around a new franchise?

Could I also just say that, as well as the frequency and the reliability and capacity of services, many of my constituents in the south-east Wales Valleys are also very concerned about the cost? There is the potential, frequently, for people who may be able to go to Cardiff, or might be able to get employment in Cardiff, if the transport allowed them to get there cost-effectively, and cost is a really significant consideration, particularly when there is the withdrawal of tax credits and marginal tax rates. Anything that can be done to improve the cost, certainly for a subsection of people, is perhaps the more pressing issue, even if there are welcome improvements in frequency and reliability.

Finally, in terms of the south Wales metro, I entirely understand why the Government wishes to contract and to have tenders on a neutral basis between heavy rail, light rail, and bus services, but I still find some concern that a move from heavy rail to light rail is perceived, at least in some quarters, as a potential downgrade to that service. What can he do to reassure people that that is not the case, and that light rail will be a potentially more than adequate improvement? And does he also understand the very different implications of capital cost of provision of bus versus light rail versus heavy rail? Perhaps the light rail might be cheaper to operate in the long run, but would have significant capital investment where it would be replacing a heavy rail service, and different bidders may have different access to capital. And, when gilt yields are 0.8 per cent over 10 years, when he’s putting the risk, potentially, of that capital expenditure onto the private sector, may he not unnecessarily reduce the amount of bids and the number of providers who can come forward cost-effectively, if they’re all having to fund that capital, and some of them, of course, will be better able to do so than others? Thank you.

I’d like to thank Mark Reckless for his questions. First of all, one of the reasons—or two of the reasons—that it’s taken 18 months is because we’ve had two general elections, one across the UK, and one in Wales. This also concerns an operation that crosses a considerable border as well. So, given those two factors, it’s no surprise that negotiations have taken place over a period of 18 months.

I very much welcome the comments that the Member gave about the need to ensure that fares are affordable. We will ensure that, as part of the high-level outputs from the operator and development partner, any plans encourage increased patronage at off-peak times on services where patronage is currently low, and also provide discounts for the cost of travel for people working irregular patterns of work or part-time hours. It’s essential that the development of the metro should drive social mobility and enable people to access quality jobs closer to their homes. Where those jobs are not near their homes, then they should be able to access them on affordable, sustainable transport.

The operator and development partner, of course, during the course of working through the high-level outputs—how to meet those outputs—will be able to present various solutions that best match the problems that face each respective community. I do not see, necessarily, heavy rail as being the solution for every problem, nor do I see light rail being the only solution. Instead, there will be a mixed offer of transport solutions that will also include, for example, rapid bus transit and active travel.

In terms of the frequency of services—and the Member is not alone in raising concerns about current frequencies—the metro will run at least four services an hour across the entire network when needed and even more at the network core. Travellers will be able to move easily across the south-east Wales region with improved capacity, improved quality and improved passenger information. The metro will also deliver a network where interchange is easy using vehicles designed for speed and for capacity.

We’re out of time for this statement now, but I do have a number of other Members who wish to contribute, so from now on, if they can be short, sharp questions without preamble, that would be much appreciated. Julie Morgan.

Thank you, Presiding Officer. I wanted to raise two areas. One was the issue of people with disabilities and the difficulties that they have travelling on any form of transport. We know, for example, from the Royal National Institute of Blind People that 54 per cent of people who are blind or partially sighted experience difficulties on the trains, and this can be due to poor lighting, signage or lack of disability-awareness training amongst the staff. So, could the Cabinet Secretary tell me what representations he’s had from people or groups that represent disabled people about ensuring that disability issues will be entrenched in the franchise?

The second question was about the south Wales metro. I very much welcome his statement that it will be moving forward; that there’s an agreement with the UK Government; and that he says in his statement that,

‘Working with the operator and development partner we will award infrastructure delivery contracts for the South Wales Metro in spring 2018’.

Is he able to say exactly what infrastructure will be delivered there and what are the first delivery contracts that will be delivered in 2018?

I would like to thank the Member for her question. I’ll quickly run through the timetable. We’re going to commence the procurement this summer; we’re going to award the operator and development partner for the franchise and metro by the end of this year; we’ll award the infrastructure contracts in spring 2018; the new franchise starts in October 2018 with the metro designed during 2018-19; infrastructure delivery on site from 2019; and, services operational from 2023. I am keen to ensure that the new metro serves primarily those communities that have often felt isolated or distant from the centre of urban Wales, so I would aim and hope for particularly those isolated communities in the Valleys to gain early access to this transformational project.

I’d very much like to thank the Member for her comments about the need to improve services and access for disabled, blind and partially sighted passengers. This was something that was raised by many of the 190 responses and is being incorporated into those high-level outputs that we will be requiring of the operator and development partner.

I thank you for your statement. Obviously, the south Wales metro is absolutely crucial to the whole of the development of south-east Wales, so I’m a little bit concerned about the potential for slippage on this programme, not least because the Arriva contract for rail services runs out in October 2017, and yet, according to your statement, we’re not actually going to award a new contract until the end of 2017. So, that, in itself, is a concern.

You’re talking about a programme of engagement activities with stakeholders. Is this the same thing as the competitive dialogue that’s been talked about, with potential bidders? How do you think that is an improvement on simply publishing your strategy, the outcomes you wish to see for both light rail and heavy rail, and ensuring that people then bid to those outcomes?

I think one of the biggest concerns I have is the progress we may or may not be making in terms of identifying how the partners in the city deal are going to develop the statutory powers to commission land-use plans and buy up the land needed for this new light rail and for these stations that may be required. As you’ve already said in your statement, Transport for Wales does not have the powers to take on the role of statutory local authorities. So, if they don’t, then why are we not now already pushing forward with developing these statutory powers? That is the question asked by the head of the Stuttgart development plan and, therefore, it seems to me an entirely relevant question.

I’d like to thank Jenny Rathbone for her questions. We remain confident that there will not be slippage and that there will be a seamless transition from the current franchise to the new one. The consultation that has taken place has been in public, but we’ll also follow that up with a further consultation after we have been able to award the operator and development partner status. And I’ll be meeting with a number of local authority leaders to discuss those very issues that the Member raised concerning the land and also the management of local authority transport routes and services.

You referred to improved provision for disabled passengers, and comments have been made about that already. Will you ensure that your consideration includes sensory impairments—people with hearing and sight loss? Will you provide assurance that when the tender goes out that, in accordance with procurement requirements, this will be on a level playing field with no presumption of any particular model better fitting the needs or requirements of Welsh Government?

When you responded to my written question,

‘What consideration is the Welsh Government giving to requiring trains to be fitted out with automatic passenger counts?’ you replied that,

‘The…Wales and Borders franchise will specify high quality rolling stock that may include the fitment of automatic passenger counting equipment.’

Will you therefore please address the concern that robust arrangements for passenger counts should be a key specification with the new franchise, and will need to be picked up on when more detailed proposals are consulted upon?

What is the Welsh Government’s position on calls from rail user groups for two trains per hour on the Wrexham-Bidston route, starting earlier and continuing into the evening, within the franchise specification for 2018?

With regard to the reference we’ve heard in your statement to the metro programme for north Wales and the north Wales summit last Friday, in your statement you say you want to maximise opportunities for cross-border connectivity and you refer to growth deals either side of the border. Is it not the case that we need a single growth deal with the Governments working together, which was the UK Government offer? I’m pleased that the Under-secretary was present, I understand, at the meeting on Friday, but could you comment in the context of that joined-up growth deal and the work of the north Wales business council, the economic ambition board, the Mersey Dee Alliance, and others on a proposal that incorporates the whole of north Wales, from Holyhead through into north-west England, not just specifically what you’re referring to as the metro region?

Finally, given evidence suggesting that 20 per cent of interview or job offers at Deeside industrial park are being turned down due to transport difficulties, and that the 2011 census shows the use of rail to travel to work in Flintshire at only 1 per cent—less than half the average for the whole of Wales, in a region where there’s a stronger economy and a significant population living within 5 km of existing stations—how will the Welsh Government’s proposals for rail transport in the region enable people to reliably get from where they are to where they wish to go, at the time they wish to travel, enabling those who can’t drive to access employment and promote a modal shift to rail in our region?

I’d like to thank Mark Isherwood for his questions and assure him, as I stated in response to Julie Morgan’s questions, that there will be improved access and services as a requirement of the operator and development partner, set out in the high-level outputs that include services and also access improvements for blind and partially sighted people, and people with additional sensory needs. I can assure him that there will be a level playing field. We are setting those outputs that need to be met. The potential bidders will come forward with the solutions without Welsh Government having any prejudice over which solutions best fit the problems that we present those bidders with.

In terms of the growth deal, I said ‘growth deals on either side of the border’ because, already, the Cheshire and Warrington Local Enterprise Partnership have devised a growth deal bid. The Member will be aware that the North Wales Economic Ambition Board, alongside the north Wales business council, has also developed a growth bid. There are currently two. My preference would have been for one that fully integrates economic development right across that, if you like, arc of activity. However, if there are going to be two growth deals, those growth deals must be perfectly dovetailed and must take account of, crucially, transport infrastructure and integrated networks of rail and roads.

I would agree with the Member as well; the Wrexham-Bidston line is a crucial route in the national rail network, and I am keen and determined that that route should have adequate investment to meet the needs of the passengers it carries and those people who would wish to use the service. The Member is also right to have identified Deeside Industrial Park as an area that requires attention. We have been able to identify the fact, for example, that a new station will be required on Deeside Industrial Park as part of an integrated transport network for that specific region. The economic activity surrounding Deeside is enormous. We need to ensure that all barriers to accessing employment opportunities for people not just immediately within that area, but also further afield are brought down so that people can access those quality jobs on public transport.

Hannah Blythyn.

Diolch, Lywydd—I’ll keep it as brief as possible. Looking forward at the future Wales and borders franchise, we in north Wales need to be better connected to our capital city. Whilst I recognise we’re restricted by existing and inherited infrastructure and network, it can’t be right that, from the main station of Flint in my constituency, it’s quicker to get to London than it is to Cardiff. We also need to make sure that the service meets twenty-first century requirements and that modern utopia. That would include Wi-Fi, but I’m sure many of the regular commuters would actually think that working plug sockets on every service would be like Christmas come early.

Cabinet Secretary, I’m pleased to hear plans to press ahead with the metro programme for north-east Wales, and, as a fellow north-Walian, you’ll be aware, as I am, that our region is culturally and economically interconnected with our near neighbours over the border in the north-west of England. So, will you ensure that the infrastructure needs for the north to prosper and the plans for the north-east Wales metro are kept high on the agenda moving forward?

I’d like to thank Hannah Blythyn for her question and, in particular, the interest that she shows in cross-border connectivity, along with other Members who have spoken today. We are determined to ensure that everybody has an opportunity to access their place of work or to be able to visit friends and family on public transport, whether they live in north Wales and are accessing those opportunities in the north-west or vice versa. It is one large but significant economic community, and transport is going to be crucial in ensuring that the economy grows in the future.

The Member is absolutely right as well to talk about the need for improved technology on services, including Wi-Fi. We want the franchise contract to ensure that new technology is embraced, and to encourage the utilisation of new technologies where they would be likely to deliver improvements for passengers, but—and I must assure Members this—not be to drive a reduction in overall staffing levels as a result. The technology that we will expect the new franchise to deliver will be technology that improves the passenger experience and improves efficiency of the service.

In terms of north-south, I think I’ve covered some of the questions regarding transport between north Wales and south Wales. This Government remains committed as well to ensuring that we reduce those rail journey times between the north of Wales and the south of Wales. We’ve invested heavily in those services and we will continue to do so.

And, finally, Vikki Howells.

Diolch, Lywydd. Three quick-fire questions for you, Cabinet Secretary: firstly, in view of the significance of the rail franchise and metro project for the south Wales Valleys, I was wondering what consideration you’ve given to locating the Transport for Wales team in the Valleys.

Secondly, the metro project offers the opportunity to reconnect communities that have lost their public transport services. Do you think it would be possible to reintroduce rail services to areas that have suffered from the Beeching axe? I’m thinking in particular of the village of Hirwaun in my constituency.

Finally, like most colleagues representing Valleys constituencies, I receive frequent complaints about the inadequacies of Valleys lines services. What measures could the Welsh Government build into any future franchise so that the needs of commuters are placed first and foremost in any provision of rail services?

I’d like to thank Vikki Howells for her questions. I’m pleased to be able to tell the Member and the Chamber today that it is my intention for Transport for Wales to be headquartered in the Valleys, not least to demonstrate our belief that the metro in south Wales should serve those communities that have often felt isolated.

I think in terms of Beeching, the axe of Beeching was wielded wide and far, but it is my hope that we could see, as part of the long-term delivery of improved services and new services, the reintroduction of rail services that were affected by Beeching’s plans. I agree that there’s also a need to improve the service experience—there is no doubt about this. I receive many letters myself, as Cabinet Secretary, from Members who are concerned about the experience of their constituents on the rail network. We’ll build into the franchise contract several demands, including, as I have outlined, the need for improved frequency of services, improved capacity, utilisation of new technologies, better stations and facilities and cleaner, higher quality rolling stock.

I thank the Cabinet Secretary.