I’d like to thank Dai Lloyd for his contribution and, again, I’d like to thank him for his support for our endeavour to develop a better, more integrated, more responsive bus network across Wales. I think a common theme emerging across the Chamber is the belief that deregulation in the mid 1980s was nothing but a disaster for local bus services. And whilst Welsh Government was not the cause—and has not been the cause—of the problem that the bus service network has experienced, we can certainly be the cure, and that is precisely what we aim to be, through potential new legislative interventions, and also through shorter and medium-term projects that I’ve already outlined.

I think the Member is absolutely right to link the fight against deprivation and poverty with the availability of reliable and punctual bus services. We know that one of the major barriers to employment is the availability of a regular bus or rail service, or the availability of active travel networks to be able to access work. But also, the lack of a regular, punctual, reliable bus service inhibits an individual’s ability to access services and also leisure opportunities. So, the importance of the bus service network across Wales cannot be overstated. It’s a fact that, at present, more than 100 million journeys are undertaken on buses, compared to fewer than 30 million journeys that are undertaken on the rail network. It is a huge area of public service delivery that requires attention and will receive that attention through legislation and other means, in order to tear down those barriers to employment and connectivity, and also to drive a more punctual and reliable service.

I’m just reflecting on what Russell George said; I think one of the problems with the perception of the bus network has been one that concerns punctuality and whether you actually will get to work, or will get to the doctor’s surgery, or hospital, or to a family event on time. This must be addressed, not just through investment in the bus vehicles themselves—making sure that they don’t break down—but also through interventions such as dedicated bus lanes and better planning within the urban environment.

One of the five points within the five-point plan that was announced in the autumn was a renewed effort at a local authority level, with our assistance, to identify vulnerable bus services that are operating and to take early action, either to remedy the situation to support the bus operator or to find an alternative operator, if it’s viewed that the current operator’s service is in terminal decline. That came as a consequence of the GHA Coaches collapse. Many lessons have been learnt, not just in the north-east, where that service had been provided, but right across Wales.

The capital funding that is being made available to the local transport fund, I think, could be used in a variety of ways—it’s certainly something that we would consider using to strengthen the bus network, but also it should, I believe, be used to identify where there are infrastructure pinch points that prevent a bus service from operating in a punctual manner.

Above all, again reflecting on the contribution by Dai Lloyd, I think it’s imperative that the efforts of this Government ensure that the interests of passengers and a punctual reliable service are placed well ahead of profits. In the last 30 years since deregulation, I think it’s fair to say that the profit motive that has driven the bus network and operators across Wales has failed the passenger interest—that must be addressed and will be addressed. If I may say so, Llywydd, the reason that I know that there is a good number of speakers is because I have been informed by them, kindly, that they have a very keen interest in this area.