We now move on to a statement by the Cabinet Secretary for Economy and Transport on connecting Wales, a strategic approach to transport, and I call on the Cabinet Secretary for Economy and Transport to make the statement. Ken Skates.

Thank you, Deputy Presiding Officer. Transport has a pivotal role to play in improving Wales’s prosperity, connecting people, communities and businesses to jobs, facilities, services and markets. It has a key role in delivering cohesive communities and against our 'healthier' and 'more responsible' well-being goals through the choices people make and a modal shift to more sustainable travel modes, including public transport, cycling and walking.

The Transport (Wales) Act 2006 imposes a duty on us to develop policies for the promotion and encouragement of safe, integrated, sustainable, efficient and economic transport facilities and services to, from and within Wales.  These policies are set out in the Wales transport strategy, together with how the Welsh Government proposes to fulfil these policies. The current strategy was published in 2008 and was reviewed in 2013, when the decision was taken that policies and interventions within the strategy remained relevant and appropriate to meeting the transport needs of the people of Wales. More recently, however, there have been a number of key policy and legislative developments in Wales that require that we revisit the strategy to ensure that our policies and actions taken to improve transport in Wales continue to make a positive contribution to delivering prosperity for all.

The Welsh Government’s programme for government sets out how the Government will deliver more and better jobs through a stronger, fairer economy, improve and reform our public services, and build a united, connected and sustainable Wales. To support our programme for government, which sets out the headline commitments we will deliver between now and 2021, our national strategy brings together the efforts of the whole public sector towards this Government’s central mission of delivering prosperity for all. Both the programme for government and the national strategy will help us maximise our contribution to the national well-being goals required under the Wellbeing of Future Generations (Wales) Act 2015. We also need to consider the coming into force of the Environment (Wales) Act 2016, which will lead to statutory emission and carbon reduction targets for Wales, of which transport represents the third largest emissions sector, accounting for approximately 13 per cent of total carbon emissions in Wales.

The demand for private vehicle ownership and use continues to increase. Private vehicles remain the dominant force for journeys and for freight transport. Indeed, 85 per cent of journeys made in Wales are by car, with bus and rail journeys each accounting for approximately 8 per cent. Walking is the highest mode chosen for the primary school journey, which is replaced by bus travel at the secondary level. Demand for public and private transport is forecast to increase significantly over the next 10 years. Forecasts show increased demand of at least 150 per cent for public transport and private vehicle modes by 2030. The potential impact on our environment, together with people's health and well-being, requires that we need to refine our policy approach that enables us to better tackle the challenges we need to address in the coming decade.

New responsibilities in relation to the registration of local bus services, licensing of taxis and private hire vehicles, and the setting up of the traffic commissioner's office here in Wales, are new realities, together with additional responsibilities for the management of the Welsh rail service, which is expected to take place early in 2018. So, our transport strategy not only needs to reflect these realities, but needs to be framed in the context of the United Kingdom's departure from the European Union, exploiting the opportunities to be gained through trade in the emerging global economy, and harnessing technological developments in the transport sector in developing ultra-low-emission vehicles, autonomous vehicles and other new technologies. We need to design tools that enable us to maximise these opportunities. 

And so, I am pleased to announce that our new Welsh transport appraisal guidance will be published tomorrow and will better enable transport planners to develop and implement interventions that better meet the transport needs of people living in Wales. This guidance will be critical to the success of the three metro programmes, and delivery of key transport projects such as on the M4 and along the A55 corridor, and the A40 in west Wales. Taking all of these factors into account in developing a new Wales transport strategy, I am proposing a two-tier approach, comprising an overarching policy statement supported by a number of thematic policy statements. The overarching statement will set out our wider aims and objectives for the transport network in Wales. It will cover how we propose to take account of changes and, crucially, the wider Government policy agenda in relation to land use planning, public service delivery, the mitigation of and adaptation to climate change, and sustainable development.

I recognise that an ambitious transport strategy will require a radical change in land use policies, planning and service delivery, which is set out within the economic action plan. The target to decarbonise 80 per cent by 2050 may require a high level of ambition and will be dependent on the pathway the Welsh Government adopts to reach this target. This two-tier approach will allow us to adopt a more dynamic, responsive and progressive approach by bringing forward new policy statements or refining existing policies in the future to respond to emerging technologies and priorities.

I propose that the Wales transport strategy will be a more flexible approach to policy development and objective setting, focused on outcomes and able to be refined to reflect new environments and address emerging priorities, such as our desire to improve accessibility and inclusion on the public transport network. A year ago I promised to work with equality groups to develop outcome-focused objectives designed to improve accessibility and inclusion, and I am pleased to say that, today, I published a policy position statement, setting out six outcome-focused objectives to improve the accessibility and inclusivity of the public transport network here in Wales. These objectives have been developed with the help of organisations representing the interests of disabled people in Wales, and I am sure that they will make a positive contribution to advancing equality of opportunity for all people living in Wales. This policy position will provide one of the cornerstones of our new transport strategy. I am confident that the revised strategy, taken together with our new way of working to deliver sustainable transport that delivers for all people in Wales, will make a significant contribution to the fulfilment of our objectives for delivering prosperity for all.

Later this month I will be launching our update of the national transport finance plan, which was published in July 2015. The plan, whilst not a policy document, sets out how we propose to deliver the outcomes described in our Wales transport strategy. Following requests from the Economy, Infrastructure and Skills Committee, and their view on how frequently the plan should be updated, I have agreed with their recommendation of an annual review. This updated version of the national transport finance plan provides information on progress made since 2015, the new schemes that will appear in the programme for the next three years, and it also sets out the programme to be delivered, its costs and sources of funding. As is the case with the 2015 plan, the programme is an ambitious one and includes important interventions such as the roll-out of metro concepts in north-east Wales, in south-west Wales in Swansea bay, and the western Valleys. There is a clear shift also to undertaking smaller, more affordable interventions that can still achieve a big impact and target more communities, such as the pinch-point programme to tackle road congestion and improve bus service reliability.

Sustainable forms of transport are also prominent in our programme—targeting new railway stations, improvements to bus and rail services and promoting walking and cycling and integrated transport solutions. A new strategy, a refreshed transport appraisal toolkit and an annual delivery plan is a good platform to deliver a modern and sustainable transport system for Wales.

Thank you. Russell George.

Thank you, Deputy Presiding Officer. Cabinet Secretary, can I broadly welcome the updating of the Welsh Government's Wales transport strategy? I think it's right that the strategy is updated to take account of both new powers and recent legislation. I also agree that seamless transport infrastructure is key to economic growth. Of course, for years we've had talk of the M4 relief road, and I'm a bit concerned about some scaling back on some commitments about improving connectivity in other parts of Wales, such as the A40 and the A55, so I hope the Cabinet Secretary can give some assurance that these vital improvements are to be considered as a priority as part of the new transport strategy.

I do have real concerns, though, that our traffic infrastructure is failing members of the public. The Cabinet Secretary heard my question to the First Minister this morning with regard to Arriva train services, and with regard to the Cambrian line. I'm also aware that the number of registered bus services operating in Wales has decreased dramatically in recent years. And the practical economic impact of our inadequate transport network is, of course, acute congestion, which costs Wales's drivers and communities billions every year. The current Wales and borders franchise is characterised by overcrowding and underinvestment—I'm aware of that from my own journeys on the network—a total of £2.1 million was cut, of course, from supported bus funding in 2015-16. That's a 11.3 per cent reduction. And any future Wales transport strategy must address these acute transport issues.

I welcome the publication of the policy position statement to improve the accessibility and inclusivity of the public transport network in Wales. However, I do have concerns as to whether we will achieve the legislative obligations: by 2020, all stations and trains must be fully accessible, and at present just 53 per cent of stations in Wales cater for full accessibility. As the Arriva Trains franchise of course comes to an end next year, there's no legal obligation on them to deliver these improvements, so my question is: is Wales on track to deliver these improvements, and to deliver these important legislative demands to ensure that disabled people across Wales have full accessibility access to the rail network?

You also made reference to the traffic commissioner's office in Wales in your statement. The commissioner did tell the Economy, Infrastructure and Skills Committee just a few weeks ago that he doesn't even have an office or staff. So, as you have mentioned his office in your statement, I wonder if you could offer any support in that area.

You also note the increase in demand for private vehicles and the challenges that will pose as a result of new carbon reduction legislation. Therefore, can I ask what plans the Welsh Government has to develop a network of electric vehicle charging points across Wales, as part of this new transport strategy, to ensure that our country is obviously fit for the future? I would remind you that you have previously informed me that you don't have any immediate plans to use public funds for electric vehicle infrastructure. As far as I can gather, the Welsh Government doesn't currently have a policy in place on this issue. So, given, of course, the UK Government's announcement stating its wishes to phase out diesel cars by 2040, I would ask if you could perhaps change your position in this regard. I'd welcome any change in attitude from the Welsh Government through this transport strategy, so we can meet obligations under the Environment (Wales) Act 2016 and Well-being of Future Generations (Wales) Act 2015. I would be grateful if you could comment on that.

I am pleased that you will be updating the national transport finance plan on an annual basis. I very much welcome that. And I have avoided, Deputy Presiding Officer, saying the words 'And finally' this time. [Laughter.]

You're very good. You get a star for learning very quickly. [Laughter.] Cabinet Secretary.

Can I thank Russell George for his questions and the fact that he broadly welcomes the announcements that I've made today? The new strategy is being revisited, of course, during a period of immense technological change, change in terms of legislation, change in terms of powers, and change in terms of the way that people connect with one another across Wales and across the UK. But I can assure the Member that I am determined that there is to be no scaling back of investments on the A40 or the A55—quite the opposite. Recently, I published a resilience study concerning the latter of those trunk roads and the resilience study outlines interventions over the short, medium and long term, if we are to upgrade the A55 and ensure that it continues to become an expressway for the north of our country.

I think it's essential that we better connect the whole of Wales. The Member did outline some of the creaks that are currently affecting the rail services across Wales, and also some of the congestion challenges that are affecting many communities and many trunk roads across Wales. The pinch-point programme is designed to address not just known pinch points in congestion affecting roads, but also congestion affecting bus services as well. I think one of the most important factors that determines whether people travel by bus or not is whether they know they can get to or from their chosen places, destinations and departure places in time and on a reliable and punctual service. So, resolving congestion is absolutely essential, and the pinch-point programme is designed to do just that. 

Of course, in terms of rail problems, which have been quite clear this week, it does not help that historically Wales has been under funded so badly in terms of the infrastructure in our rail network. Whilst Arriva Trains Wales and Network Rail have endeavoured to do the best that they can in terms of ensuring that tracks remain clear, the problems that we face are not just exclusive to Wales, and services affected once they cross the border have an impact on journey reliability and punctuality when they depart from or arrive in Wales. So, we need an investment not just in Wales—greater investment in our rail infrastructure in Wales—but also right across the borders area as well. That is something that we've demanded of UK Government for many years.

In terms of bus services, they're set to de reformed with detailed proposals coming forward in the spring of next year as a consequence of the consultations that have already taken place and that are currently taking place as well. With regard to the obligations that must be met by 2020 concerning disabled access, well, the Welsh Government has been funding a number of stations to ensure that they are compliant with the regulations that have to be met in 2020. We've provided additional investment as part of the national station improvement programme to improve railway stations' accessibility, and, of course, as part of the roll-out of the south-east Wales metro programme. But, in addition to that, we have made it very clear to those who are bidding for the next rail franchise that their obligation to disabled and people of limited mobility must stand by 2020, and that the rolling stock must be adequately equipped with all of the provisions necessary for those requirements to be met. 

With regard to the transport commissioner, I had the pleasure of meeting with him recently, and I think it would be fair to say that rather than outline any support that may be forthcoming from Welsh Government, our position is one of responding to any requests from the commissioner. But, certainly, if any requests for support are forthcoming, then I will consider them very, very sympathetically. 

And in terms of electric vehicle charging points, as a consequence of the budget deal reached with Plaid Cymru, I'm very pleased to say that a significant sum of money is being made available for the provision of charging points across Wales. We're currently conducting some work examining where there is the greatest degree of market failure. So far we've found that along the A55 and the M4 the provision of electric charging points is adequate. However, in-between the M4 and the A55 there are precious few, so we wish to resolve that entire section of north from the M4 and south from the A55, and ensure that people are able to drive between the north and the south and across the middle of Wales without the worry of whether they will be able to use an electric vehicle charging point. We're also looking at whether they should be installed at sites such as Cadw monuments, where there are visitor experiences to be had, at hospitals and also, Deputy Presiding Officer, at major employment sites. This work is being taken forward by officials in my department and also under the leadership of Lesley Griffiths, and we hope to begin installing electric vehicle charging points in the next 12 months. We are determined to ensure that Wales does not miss out on UK Government support either, and that's why we've been encouraging local authorities to bid for electric vehicle charging point resource, but it's also why we're going to continue to put pressure on all stakeholders in Wales to embrace new vehicle technology and to make sure that our infrastructure is fit for the twenty-first century. 

It's always a pleasure to have statements from the Cabinet Secretary, but—there is a 'but' here—I have to say I'm confused here and slightly disappointed, because what we had from the Cabinet Secretary—correct me if I'm wrong, by all means—was a statement about a one-policy-position statement that he has made today, Welsh transport appraisal guidance that he's going to publish tomorrow, a national transport finance plan that he's going to publish later in the month, and a transport strategy that will arrive at some point in the distant future maybe. And, you know, it's not good enough. We've had Assembly Members saying today, quite rightly in my view, that there isn't enough time in the day. Well, surely, what we want from Government is actually a statement about actual published documents that we scrutinise. We don't want a running commentary or hints about the future shape of policy—we need to see the documents themselves.

So, can I ask him in relation to the national transport finance plan, which he says is going to be published by the end of the month, will we have a future opportunity to have a statement so that we can actually respond, rather than talking about—? All we know now is there's going to be one published by the end of the month. How are we supposed to respond to that? Can he tell us, actually—maybe he can tell us—a little bit about what are the changes? What's the direction of travel—no pun intended—in that strategy?

In terms of the Welsh transport strategy overall, can he at least give us a sense—more than what he's told us—about some of the broad parameters, things that are very, very important to my party, for example? At the heart of the original Welsh transport strategy was the importance of north-south connection and, unfortunately, in the revision in 2013 and certainly ever since then, that has been quietly forgotten about, and instead of a transport policy that is about the cohesion of Wales as a nation, it's our adhesion to the nation next door, with all the emphasis going on west-east connections. That's the kind of thing where we really need to see the transport strategy itself, Cabinet Secretary, if we're going to be able to do our job of scrutinising you.  

Few Members in this Chamber describe hearing my statements as a great pleasure, but I'm pleased that that is the way they are received by Adam Price. I would say that I find it bizarre that he's suggesting that there should be less scrutiny of the work that I and my officials do. I think the update today provides a valuable opportunity to scrutinise an important document and important policy position. Actually, saying that this doesn't matter is nothing more than an insult to those young people from Whizz-Kidz who brought forward an important petition regarding this very significant piece of work. There are people the length and breadth of Wales who often lack a voice, but nonetheless require strong representation. Disabled people require Government to operate in a way that gives them more connective opportunities.

I think it's absolutely right that I bring forward this policy statement today. Whilst, yes, there are indications of the work that is to come, I can also give a guarantee to the Member that there will be further opportunities to scrutinise me on the national transport finance plan, on the strategy, on WelTAG 17, and on the vision for the metro in the north-east of Wales. With regard to the connectivity of Wales north-south, west-east, I don't know why the Member and his colleagues are often het up on one or the other of these taking priority. It's absolutely essential that we better connect Wales west to east, east to west, north to south, south to north and diagonally in between. 

Cabinet Secretary, I do hope that the appraisal guidance to be published tomorrow isn't just going to be a revisit because it seems to me that, after 10 years, we really do need a complete rewrite of the transport strategy. Because, one of the key goals of the 2008 strategy was that there would be modal shift to public transport: park and ride, walking and cycling. We simply haven't seen that. I am somewhat alarmed by the sentence in your statement that says,

'Forecasts show increased demand of at least 150% for public transport and private vehicle modes by 2030.'

This seems to be a neutral statement, you know, standing by it. Are we not going to do anything about that? We absolutely, in my view, have to do something about getting that modal shift that was promised in 2008 that has failed to be delivered. Otherwise the Welsh Government will end up in court because of the illegal levels of air pollution that my constituents are suffering. 

So, are we going to passively continue to pander to the car lobby, who will undoubtedly continue to demand a free lunch, asking the taxpayer to pay for more and more roads, which they refuse to pay for, while people who rely on public transport continue to see increase after increase in the amount they have to pay to travel by it? That is the explanation why people continue to use cars in order to get to work. This is not an efficient use of their time; it's because they simply don't have affordable, integrated public transport that is reliable and will get them there on time.

What I want to know is: will this radical change of land-use planning that you referred to mean we won't see any more out-of-town shopping centres, which artificially drive up car journeys and bleed town centres and local economies of Welsh pounds? And will this radical change of land-use planning mean we won't allow private house builders to develop large housing estates on greenfield sites, unless they are connected to the metro or other substantial public transport? Because, that is what we need if we are going to really meet our climate change obligations; not simply standing by and allowing more and more car journeys to drown out all the public transport journeys that were previously there before.

The Llywydd took the Chair.

I'd agree with the Member's assertion that we need to ensure that the investment in the metros in the south, the north and potentially in the Swansea bay and western valleys leads to more homes, more services and more businesses being located around hubs and around station developments. It's absolutely essential that we take this once-in-a-generation opportunity of infrastructure—huge infrastructure investment—to develop communities that are more cohesive, better connected and which encourage a shift in the modes of transport that are utilised by citizens. 

I'd just like to take up the issue of demand for public and private transport. With the likely roll-out of autonomous and connected vehicles in years to come, it's likely that ownership of vehicles will reduce. It is also entirely probable that demand for autonomous vehicles will be greater than for driven vehicles. As a consequence of ownership dropping, vehicles will be on the road more regularly and they will become, in all likelihood, more accessible as well. That means that we have to design the infrastructure in such a way as to ensure that people are connected, whether it's by public transport or by autonomous private vehicle. But, also, there's something in between, which is essentially community transport and also urban transport, which sits in between traditional forms of public transport, such as buses and trains, and taxis, and they could be autonomous or semi-autonomous minibuses as well.331

There is a whole raft of interventions that could be planned and utilised, particularly in urban areas, and I think this is an exciting time. It requires the most creative and determined people to drive the sort of change that will benefit not just individuals, but also the economy and the environment. I can assure the Member that WelTAG 17 is something that is a departure from the past. It's a departure because we designed this and developed this hand in hand with the future generations commissioner, and tomorrow I hope that Members will be able to be reassured that WelTAG 17 is a distinctly different set of guidance proposals than currently exists.

Can I thank the Cabinet Secretary for his updated statement? We all acknowledge that transport, in whatever form, is essential for most aspects of daily life. It provides opportunities for people to gain access to jobs, leisure and social activities, as well as vital services, including health and education. It is crucial as a driver of economic prosperity, connecting businesses with their customers and their suppliers. It can also have a profound effect on the environment, communities and even our health. The accessibility and availability of transport can influence where people live and work, their leisure activities and their opportunities to interact with friends, family and the wider community.

Does the Cabinet Secretary believe that the financial support afforded to bus companies is adequate enough for them to deliver their obligations in this sector? The lack of good transport links causes congestion, which costs the economy millions of pounds each year, which is why improved transport links and reliability are consistently cited by Welsh business as one of its top priorities. There are also growing concerns about the impact transport has on our health and well-being. We note here the legislation and initiatives, such as active travel, which have been brought forward by the Welsh Government with very laudable aims. But does the Cabinet Secretary believe that enough is being done to promote active travel, given its potential to ease the—I'm sorry, I've lost the word; I really have lost the word this time—'congestion' is the word I'm looking for—[Laughter.]—congestion in both our cities and our towns?

Wales needs a transport system that reflects our country's distinct geographical and historic nature. The traditional industries such as coal and steel meant travel was limited for much of the population, with many being able to walk to work. The decline of these industries has meant that the population often has to use some form of transport to access work, many for medium or long journeys. Growing affluence has meant that the predominant form of transport is the car. The Welsh Government faces an uphill fight to replace this cheap, flexible and convenient form of transport. Does the Cabinet Secretary not agree that only by making public transport cheap, reliable and readily accessible can he hope to facilitate this sea change in our approach to accessing work?

The huge change in work patterns is witnessed in the flows of traffic into and out of our major conurbations—the primary inward flows being those for Cardiff, Swansea and Newport in the south, and Caernarfon, Bangor and Wrexham in the north; and outward flows being from the Vale of Glamorgan, Caerphilly and the south Wales Valleys in south Wales, and from Anglesey and the north-west in north Wales. Does the Cabinet Secretary believe that there is a strong enough holistic approach to facilitate a comprehensive solution to Wales's transport problems? We acknowledge that the metro, both in the north and more especially in the south, is designed to solve many of the problems mentioned above. Why, therefore, Cabinet Secretary, are we not seeing the delivery of the metro on the ground?

Despite the questions raised, we look forward to working with the Cabinet Secretary to deliver these ambitious plans, which are so vital in delivering a vibrant Welsh economy.

Can I thank the Member for his questions? The point that the Member made concerning the availability of affordable public transport is, perhaps, the most important point made. I'm reminded of a pretty terrifying statistic from the Mersey-Dee area, where 20 per cent of young, unemployed people are unable to get to job interviews because they cannot afford public transport, or cannot access public transport in order to get to those interviews—too many young people, and that's in an urban area. Far too many young people are being shut out of the jobs market, because they cannot access opportunities to even be interviewed for jobs.

So, I encourage anybody with an interest in breaking down that particular barrier to young people's employment to take part in the consultation that's taking place right now on youth concessionary fares. But more needs to be done and will be done. I think deregulation in 1986 was nothing short of a disaster for local bus services across Wales and the rest of Britain, but next year, reforms will be brought forward and radical change will be proposed to make bus services better serve the people of Wales, rather than profit motive.

The Member rightly asked whether I think enough financial resource is being invested in bus services across Wales right now to make them fit for purpose, fit for the passengers that they are meant to serve. I'd say, 'yes'; I do believe that enough resource is being invested right now—something to the tune of £0.25 billion a year. There are approximately 100 million passenger journeys taken on bus services, so you can estimate how much is spent as a subsidy on each passenger. But what I think is essential is that we get more bang for our buck from bus services and that bus service providers do more to drive up the number of fare-paying passengers as well, to make themselves more sustainable.

Are we taking a sufficiently holistic approach to integrating transport? I would suggest, until recently, perhaps not, but with the creation of Transport for Wales, with our determined focus on the creation of integrated travel, on active travel, I think we are heading in the right direction, but far more needs to be done, and I think in particular in the area of encouraging people to take up active travel alternatives to motor vehicles.

We're revising the road safety framework to address one of the key concerns that particularly young people have in using active travel as an alternative to bus services or other forms of motor vehicles. It's quite telling that, up to secondary school, the majority of people will walk to school, whereas at secondary school they take a bus. Now, in many instances, schools are too far from homes for people to walk, but they're not necessarily too far to cycle. A major barrier is the fear, not just of those young people, but also the fear of their parents that they may not be safe on the roads. In order to address this, yes, more needs to be done in terms of educating young people and their parents, but also there needs to be better and more consistent training of young people in not just cycling safety and proficiency, but also in walking safety, as well. This is something that we are seeking to deliver through the newly revised road safety framework. This will cover all young people from the age of three to 16.

Can I thank the Cabinet Secretary for bringing forward this important statement? Before I get to the main issues that I want to ask you about, I'd like to just make a few comments on how the strategic approach to transport has to reflect our wider ambitions for the Valleys. Because it's not just a matter of effective and efficient transport—as important as that is—but it is also about unlocking further potential across our Valleys communities, whether that's for our people, the economy or whether it's the tourist industry, and I know that that's something that you agree with.

As I've said before, one of the Welsh Government's key achievements is investing to protect the social fabric of our communities, and we have a number of strategies to that end. But we protect that social fabric in order to provide the opportunities for people in communities to flourish, and, in order to flourish, they require better transport connectivity. So, a quick history lesson: it was on 21 February 1804 that the world's first-ever railway journey ran nine miles between the ironworks at Penydarren to the Merthyr-Cardiff canal in a steam locomotive designed by Richard Trevithick. But, having achieved that feat in 1804, I'm sure Trevithick would have expected a journey of just 30 miles from Merthyr to Cardiff to take less than the one hour that it takes by train in 2017. This is why a strategic view of transport has to reflect our vision for the Valleys and to ensure that transport links are upgraded to deliver the systems that people and communities need.

On that point, Cabinet Secretary, you will recall the discussions that we've had over my concerns for the Upper Rhymney valley. I know that Caerphilly council were pressing a very good case for a metro depot in that area, and they have my wholehearted support for that, as we need to ensure that all our Valleys communities benefit economically and socially from the metro. I have no doubt that the upgrading of the Rhymney line, with more frequent services, could bring much-needed help to break down the relative isolation of communities in the Upper Rhymney valley. Of course, our transport vision must also include the completion of the Heads of the Valleys road, progressing the plans from Dowlais to Hirwaun and then onwards, because delivering those effective east-to-west Valleys road connections has to be a high priority in any transportation strategy.

But, if I may now come to my main point today, it is that, as we look at our vision for the future, we can't overlook the critical importance of removing strategic problems in our existing networks now. One such problem, which I have raised before, and I know you have acknowledged, is the lack of evening bus services in the Merthyr Tydfil and Rhymney area, and further services are being cut as we speak. This is a major barrier for people without cars trying to secure employment in jobs that operate outside of standard working hours, and is a significant contributory factor in social isolation if you have little or no chance of getting anywhere after 5.30 p.m.

This, I would suggest, is also a contributory factor to the next problem, which is the regular traffic chaos on the A470 at the Cyfarthfa retail park, and the fear of this being compounded by the opening of the new Trago Mills development next April. While Trago Mills is another very welcome development for the economy of Merthyr Tydfil, the development is based on a 20-year-old planning consent, when traffic was much, much lighter than it is now. So, the road network there needs some early and strategic intervention to try and avoid misery for road users come next spring and summer, when Trago Mills opens, around what is already a regularly gridlocked junction at weekends and holiday periods.

So, I welcome the initial response that you've made on these issues, Cabinet Secretary, particularly the pinchpoint programme on congestion, but, in concluding, can you give me your assurance that these specific, key and immediate transport issues are receiving urgent attention and that we can expect some constructive, early proposed solutions to these problems?

Can I thank Dawn Bowden for her questions and also say that I've probably learned more about Merthyr in the space of the last 18 or so months from the Member than I have from any books or history lessons? And, again, today, Dawn Bowden gave a fascinating insight into the history of the area that she represents, and I think she was absolutely right to say that transport plays a crucial role in ensuring that the social fabric of our communities remain strong.

I think Maslow's hierarchy of needs identifies that in order for people to live lives that are minimised in terms of stress and anxiety and maximised in terms of fulfilment we need to feel connected—connected emotionally, but also connected physically. The role of transport, therefore, is absolutely crucial. If we don't have good transport connectivity, people and communities can often feel marginalised or excluded—excluded, in particular, from economic growth—and I'm afraid that is what many communities, particularly in the constituency that Dawn Bowden represents, have felt over the last decade or more, since de-industrialisation took root. So, we need to make sure that those communities are better connected, not just with each other but also with the larger urban centres of Cardiff, Newport and other major cities. Better jobs closer to home requires us to invest more heavily in those communities where job prospects are minimal and it also means ensuring that, if you work in Cardiff but would like to live in a community outside of the city, you are able to access work on a more frequent basis—more frequent services and in a timely fashion. So, the metro vision is aimed at better connecting all people across an entire region. It's aiming to ensure that private sector investment is maximised in those Valleys communities and, as well as shaping a long-term vision of the redevelopment of the Valleys, we were also determined to use the metro vision in the short term as a means of, in tandem with the work of the Valleys taskforce, developing the Valleys as an attractive place for investors to develop their businesses.

I can assure the Member that we are looking always at pushing out public sector jobs from areas where there is zero unemployment to areas where there is high unemployment, and I know that officials are looking not just at the maintenance depot that has been raised today, but other opportunities to get public sector work higher up into the north of the Valleys. I'd also say that in the short term we are committed to an ambitious programme of road and rail and active travel infrastructure upgrades specifically designed to meet the needs of people across the region that will be served in the medium and long term by the metro.

I'm certainly looking forward to seeing a Wales-wide transformative strategy for transport that will not only revolutionise how we move around our country, but change attitudes towards how we want to move around our country. But I think we all have also in our constituencies particular elements of transport planning that we might want to focus on today.

I see in your statement—or I heard in your statement—that you said that sustainability will be a key driver in moves towards opening new railway stations. I was pleased when you announced recently that Llangefni was on a list of stations that could be reopened—somewhat surprised, because it's not just about reopening stations; there's no railway line open to Llangefni, so that would have to be addressed first of all. Can I ask for an assurance that that is still in the pipeline, and can I urge you to move expediently towards what I hope will be a positive outcome on the possibility of opening the line to Llangefni, opening Llangefni station, but also—and crucially—beyond Llangefni and on to Amlwch? Because opening a line to Amlwch really would be transformational for a town that has struggled of late, and we have a unique opportunity here in that we have a line there already and in very, very good condition, which just needs a little bit of upgrading and support from Welsh Government. So, I look forward for a positive response on that.

A reason why I ask for an expedient process is that, whilst you presumably are looking at this as a positive way forward, delays could inadvertently lead to holding back progress on work that has already been done on opening, say, a heritage line from Llangefni to Amlwch, because—. It's good uncertainty, in a way, because now we have the prospect of a Government-backed scheme to open the line, but it is uncertainty nonetheless, and it's uncertainty that I would certainly like to see being resolved as soon as possible.

Can I thank the Member for his comments generally about how we need to change attitudes and behaviours about how people move around Wales? I think, in terms of changing attitudes about how we move around Wales, we need to ensure that the quality of rail services improves so that people's attitudes towards rail services shift. We also need to ensure that people's attitudes to active travel change by making sure that it's safer to use bikes and to walk from A to B.

The Member has been passionate about reopening the station at Llangefni, and indeed the line to Amlwch, and it's something that I am supportive of also. We're trying to put stations in Wales in pole position for attracting UK Government investment, but, with regard to this specific example, I'd be happy to meet with the Member to discuss progress, if it is being made, because I think it has massive potential in the short term, perhaps, as a heritage line, but in the longer term as a wholescale passenger line. I think there is also exciting potential in improving links between the main line and Anglesey Airport.

Cabinet Secretary, when you do the same thing, you expect the same results, and, as my friend Dawn Bowden has just mentioned, when you allow shopping developments on road-based developments, you're going to get more traffic. I note from your statement that the Welsh Government is anticipating a 150 per cent increase in demand in transport over the next 17 years or so. Are you considering how we stop demand, how we reduce demand, how we manage demand, rather than simply continuing the habits of the past, of this predict-and-provide model, where we model future growth and then try and build capacity to meet it? Because that isn't working and it's not consistent with the principles of the environment Act or the future generations Act and we need to reset our transport policy for those solutions, not keep trying the approaches of the past.

I do take the point from the Member that relying on a traditional predict-and-provide model does not always deliver the desired outcomes that we would wish to see in our communities. However, in all probability, as I said earlier to Jenny Rathbone, the development and the roll-out of autonomous vehicles and the reduced ownership but increased usage of vehicles could well lead to increased demand, therefore, for road space on a more regular basis. It is essential that we use an evidence base but, equally, that we do what we can to shift behaviours and attitudes towards transport. That can be a longer term objective, but it's nonetheless one that we are keen to pursue. It's one that we are keen to pursue from the earliest age, which is why I said earlier that we are changing the framework for road safety in Wales to encourage more young people, from the age of three upwards, to view active travel as the most desirable form of travel. I think the sort of behavioural change that is required in order to reduce the use and the dependence on private vehicles is something that we should instill at the earliest age. Almost like the change in attitudes towards recycling, I do believe that changing attitudes towards active travel can be shaped and can be inspired by younger people. That's certainly something that I'm determined to do.

Thank you, Cabinet Secretary.