We were ready for the transfer as much as we could be ready. But I must press again the point that the contract that's been operating for the last 15 years was a dreadful contract, with a very low base and a very low bar for them to get over. We have improved the contract considerably this time around. Let me put it this way as well: had we not proceeded with the new franchise agreement, we would have had an extension to the Arriva Trains Wales agreement, so there wouldn't have been the commitment to £800 million of new rolling stock, of new trains; there wouldn't have been the commitment of £200 million to station improvements; we wouldn't be getting new trains in the next few years, and we wouldn't be seeing the Pacers removed next year; we wouldn't be seeing a huge increase in capacity in the coming years as well. Instead, what we would have had is that very low bar applied from the 2003 agreement.

Monitoring did take place, and Arriva Trains Wales, based on the performance matrix, was reaching an acceptable standard, but that standard, in our view, was too low. And I'm on record time and time again saying that that contract dating back to 2003 was not fit for purpose. And now we are seeing the consequences of it. But, equally—equally—through the plans that are put in place, Transport for Wales, the operator and development partner, are addressing them at incredible speed, working 24/7 to make sure that as many trains get back on the rails as possible.